THE  RAILKOAD 


LEMENT  IN  EDUCATION. 


AN"  ADDRESS 

BEFORE   TUE    INTERNATIONAL    CONGRESS   OF   EDrCATORS, 

WORLDS  EXPOSITION, 

NEW    ORLEANS. 


PROF.    ALEX.    HOGG,    M.  A. 

Sup'T  Public  Schools,  Fort  Worth. 


EDITION  OF  1888,  WITH  ADDENDA. 


LOUISVILLE: 

PRINTED     FOR     THE     AUTHOR. 

1889. 


DEDICATED  TO  SCIENCE  AND  SKILL 
BY  THE  AUTHOR. 


George  Stephenson. 


COPYRJGHTED,   1889,   BY  AlJiXANDER  HOGG. 


THE   RAILROAD     U^f' 


ELEMENT  IN  EDUCATION. 


Mr.  President : 
Steam  is 
well-born ;  is 
a  lineal  de- 
^  scendant  of 
the  four  ele- 
ments of  the 
ancients  — 
>y /7- ju^o' 7"  earth,  air,  fire, 
and  watei  —  has  burvived,  lived 
through  more  than  two  thousand 
years,  gaining  strength  from  its  own 
usefulness  and  age ;  is  to-day  in  the 
full  vigor  of  manhood.  As  a  mo- 
tive power  steam  was  known  130 
years  B.  c*  Hero  of  Egypt  exhib- 
ited his  Eolipile,  an  apparatus  with  a  metallic  boiler,  provided  at  the  top 
with  two  horizontal  jet-pipes  bent  into  the  form  of  an  S-  The  steam,  escap- 
ing from  these  jets  and  reacting  upon  the  air,  gave  a  rotary  motion  to  the 
pipes.     Barker's  centrifugal  mill  is  an  example  of  this  kind  of  action. 

Blanco  de  Goray,  of  Barcelona,  as  far  back  as  1543,  propelled  with 
steam  a  vessel  of  two  hundred  tons. 

But  passing  over  historical  details — leaving  out  the  controversies  of 
aspiring  inventors  and  discoverers — I  come  to  a  year  in  our  civilization 
memorable  for  rich  results.  .qx 

'■  Spiritalia  seu  Pneumatica.  K'*) 


45(iG92 


4  The  Railroad  as  an  Element  in  Edvxxitioti. 

In  1776,  the  "  transmutations"  of  alchemy,  the  ideal  of  Paracelsus, 
gave  birth  to  the  real  of  Priestley  and  Lavoisier,  and  chemistry  as  a  practi- 
cal science  is  announced  to  the  world.  This  same  year  Adam  Smith  pub- 
lished his  Wealth  of  Nations.  This  same  year  the  Declaration  of  Indepen- 
dence Avas  proclaimed  by  the  Continental  Congress.  This  same  year  Watt 
produced — perfected  his  "improved,"  his  "  successful"  steam-engine. 

The  man  of  science  can,  with  pardonable  pride,  exclaim,  "Arithmetic 
fails  to  enumerate  the  'agents'  and  'reagtnts'  of  chemistry!"  The  politi- 
cal philosopher  can  point  to  the  real  wealth  of  the  nations  as  the  best  result 
of  his  science  ;  the  statesman  can,  with  true  patriotism,  refer  to  our  peace- 
ful, our  happy  republic  as  the  legitimate  result  of  the  Declaration. 

Individuals  may  boast  of  the  triumphs  of  these,  but  the  millions  whose 
burthens  have  been  lightened  and  lifted,  who  are  fed  and  clothed  by  the 
diversified  labors  of  steam,  may  be  excused  too — will  be  pardoned — for 
their  appreciation  of  the  result  which  gave  to  the  world  the  steam-engine  of 
James  Watt. 

Patriotic  as  I  am,  and  claiming  as  I  do  for  our  Fulton  the  first  success- 
ful application  of  steam  to  navigation,  in  the  Clermont  (1807),  I  as  cheer- 
fully accord  to  the  mother-country  the  honor  due  George  Stephenson  (1829), 
for  his  successful  "  run"  in  the  Rocket  over  the  Rainhill  trial  course. 

It  is  a  remarkable  fact  that  within  the  last  one  hundred  years  science 
has  made  its  most  rapid  strides.  Steam  and  electricity,  motor  and  messen- 
ger, have  vied  with,  not  rivaled,  each  other  in  transporting  and  transmitting y 
until  "  there  is  no  speech  nor  language  ivhere  their  voice  is  not  heard.  Tlieir  line 
is  gone  out  through  all  the  earthy  and  their  words  to  the  end  of  the  world." 

Classical  scholars  have  insisted  that  our  word  "educate"  is  from  educere 
— to  draw  out ;  and  hence  they  have  taught  that  education  is  a  "pumping" 
process,  that  it  is  all  in  and  within  the  mind  of  the  child,  the  learner,  and 
must  be  drawn  out ;  and  thus  to  their  theory  is  due  largely  the  one-sided 
instruction,  or  the  total  disregard  of  every  other  method.  The  truth  is, 
our  word  ' '  educate "  is  from  a  different  word — it  is  from  edv/iare,  which 
means  "to  bring  up,"  " to  train,"  "  to  develop,"  "  to  increase  and  give  power 
to."  There  can  be  no  mistake  from  this  view,  that  there  is  a  pouring-into 
as  well  as  a  pumping-out  in  the  process  of  education. 


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5  S  £  2  „  1  >>,"Si  e=  -  B£~Z^~ 

sSa'Sw^f'"— ^'.ti^^a'^Pc-r^- 


'6  The  Railroad  as  an  Element  in  Education. 

I  have  no  war  against  the  classics.  So  far  from  it,  I  assert  to-day  that 
there  can  be  no  "liberal  education"  without  the  classics. 

Among  these,  however,  I  claim  the  first  place  in  order  and  importance 
shall  be  assigned  to  our  mother  tongue.  The  Greek  knew  no  other  than 
his  own  language,  nor  did  the  Roman  go  abroad  to  study  until  he  had  mas- 
tered the  Latin.  Why,  then,  should  we  ignore,  why  should  we  be  so  slow 
to  acknowledge,  the  claims  of  modern  science  ? 

In  the  demands  made  by  the  progressive  development  of  railroad  con- 
struction, and  the  improvement  in  that  vast  field  alone,  every  science  and 
every  department  of  science  is  laid  under  contribution,  until  we  have  here 
the  fullest  and  happiest  illustration  of  the  great  law  of  "supply  and  de- 
mand." 

A  motive  power  greater  than  that  of  man  or  horse,  an  improved  steam- 
engine,  is  called  for,  and  James  Watt  presents  his.  And  now  a  locomotive 
is  needed  that  shall  transfer  this  mighty  energy,  adapt  it  to  the  road,  and 
George  Stephenson  controls  with  his  own  hand  the  throttle  of  his  own 
engine.  And  now  a  trestle,  and  now  a  bridge,  and  now  a  suspension  bridge, 
and  that,  too,  across  Niagara,  and  the  occasion — science,  conscious  of  this 
new  requisition — gives  to  the  world  John  A.  Roebliug. 

Harmonizing  circumstances — Time,  the  great  arbiter,  comes  in,  and  so 
orders  it  that  Robert,  the  son  of  George  Stephenson,  should  pass  over 
Niagara  River  in  a  railway  train,  and  on  the  suspension  bridge  which  he 
had  but  lately  declared  to  be  an  impracticable  undertaking. 

The  purpose  of  this  great  engineer's  visit  to  this  country  was  to  make 
an  inspection  of  the  location  for  the  celebrated*  tubular  bridge  at  Montreal. 
Stephenson  had  criticised  and  condemned  the  suspension  principle,  and  had 
approved  the  tubular  girder  for  railway  traffic. 

At  that  time  doctors  of  science — engineers — differed  as  to  their  theories, 
but,  as  now,  they  also  agreed  upon  the  facts  as  exhibited  in  the  results. 

In  1874  I  visited  Niagara  Falls,  sjsent  two  days,  was  delighted,  amazed, 
and  awed  in  turn  at  this  wonderful  manifestation,  this  remarkable  phenom- 
enon of  nature. 

From  the  Falls  I  went  to  the  suspension  bridge.  Upon  this  structure 
stood  two  through  express  trains  awaiting  the  signals  to  move  on  their 


1 


The  JRailroad  as  an  Element  in  Education.  7 

■ways,  east  and  west.  At  the  appointed  moment  they  did  move.  Without 
tremor  or  oscillation  that  bridge  sustained  its  accustomed  load,  performed 
its  duty,  as  it  had  done  thousands  of  times  before,  as  it  had  done  fifty  times 
that  very  day. 

When  I  saw  this  bridge  spanning  this  angry  river,  supporting  these 
heavily  laden  trains,  I  felt  this  inspiration;  I  said,  "This  bridge  for  the 
creature  is  equal  to  yon  cataract  for  the  Creator." 

But  again,  another  demand — a  higher  principle  still — a  fiat  had  gone 
forth  that  not  only  shall  ^^ Every  valley  be  exalted,  but  every  mountain  and  hill 
shall  be  made  low;  and  the  crooked  shall  be  made  straight,  and  the  rough  places 
plain." 

Streams,  rivulets,  rivers  had  been  bridged,  the  valley  had  been  exalted ; 
the  crooked  route  must  now  be  made  straight,  the  mountain  must  be  made 
low.  No  longer  can  time  be  consumed  in  searching  out  the  passable  passes, 
in  following  the  tortuous  gorge.  The  yawning  chasm,  the  deep  canon,  the 
treacherous  glacier,  the  awful  avalanche,  snow  and  ice,  mountain-pass  and 
mountain-peak — all,  all  must  be  shunned — must  be  left  to  enjoy  undisturbed 
their  lofty  abode  amid  its  chilly,  frozen  environments. 

Whether  Pyrenees  or  Alps,  Alleghany  or  Hoosac,  all  ranges  standing 
in  the  way  of  the  locomotive  must  be  made  low,  must  be  tunneled.  Sci- 
ence, quietly  observing  what  is  going  on,  anticipating  these  new  and  still 
greater  demands,  accordingly  prepares  for  yet  greater  results,  and  at  this 
juncture  and  for  this  stupendous  work  furnishes  both  the  engineering  skill 
to  conduct  and  the  new  motors,  Burleigh  drills,  and  air-compressors  to  per- 
form the  boring,  and  dynamite  to  do  the  blasting,  and  we  have  Mount 
Cenis  Tunnel,  a  trifle  less  than  eight  miles  in  length,  thirteen  and  a  half 
years  building,  at  a  cost  of  S15, 000,000;  St.  Gothard,  nine  and  a  quarter 
miles,  seven  and  a  half  years  building,  at  a  cost  of  $9,700,000,  consuming 
half  the  time,  at  two  thirds  the  cost  of  the  Cenis  Tunnel;  the  Hoosac  Tun- 
nel, some  five  miles  in  length,  eleven  years  in  building,  costing  $13,000,000. 

One  among  the  first  railroad  tunnels  in  the  United  States  was  the  Alle- 
ghany Portage  double-track,  nine  hundi*ed  feet  long,  costing  some  $21,840. 

I  must  be  pardoned  for  mentioning,  in  this  connection,  that  here  partic- 
ularly the  skill  of  the  engineer  is  tested  in  the  use  of  the  most  accurate 


8  Tlie  Railroad  as  an  Element  in  Education. 

instruments  and  of  the  most  celebrated  makers.  In  boring  tlie  Mosconetcon 
Tunnel  on  the  Lehigh  Valley  Railroad— a  work  less  in  extent  than  some, 
but  said  to  be  of  as  great  magnitude,  on  account  of  the  presence  of  water 
and  other  difficulties,  as  any  of  the  American  tunnels — the  east  and  west 
headings  met  in  December,  1874,  whereupon  it  was  found  that  the  error  in 
levd  and  alignment  was  less  than  half  an  inch. 


THE  BROOKLYN   BRIDGE. 


To  be  an  engineer  in  the  full  and  complete  sense  of  the  term  embraces 
all  sciences,  pui-e  and  applied.  Nor  are  the  languages  to  be  left  out. 
Through  the  Latin  we  learn  of  Caesar's  bridge,  through  the  Greek  of 
Xerxes'  bridge  of  boats  (pontoons).  That  is  not  a  complete  curriculum  that 
would  leave  French  and  German  out  of  the  engineer's  course.  Our  Latin 
teachers  are  very  proud  when  their  brightest  scholars  can  translate  the 
description  of  Csesar's  bridge.     It  is  considered  hard  Latin ;  it  is  given  as 


The  Railroad  as  an  Element  /?i  Education.  9 

a  task— not  for  the  information  about  the  bridge,  but  because  of  the  diffi- 
culty of  the  translation. 

Now,  Mr.  President,  turn  your  countenance  upward;  exercise  the  pre- 
rogative you  enjoy  above  the  rest  of  the  animals  ("  .  .  .  quae  natura 
prona"),  behold  the  arches  that  support  this  Grand  Structure !  Tell  me  if 
there  is  not  more  study,  more  beauty  in  one  of  these  than  in  a  whole  book 
of  Caesar? 

In  1883,  and  in  this  country,  there  has  been  completed  and  opened  the 
greatest  structure — the  grandest  monument  to  skill  and  science — to  father 
and  son,  to  John  A.  and  "Washington  A.  Roebling — to  the  former  for  the 
conception,  to  the  latter  for  the  construction  of  the  Brooklyn  Bridge — the 
longest  span  in  the  world.  In  the  building  of  this  highway,  virtually 
making  New  York  and  Brooklyn  one  city,  the  entire  domain  of  science  has 
been  laid  under  contribution.  Every  formula  of  mathematics,  every  dis- 
covery of  chemistry,  every  law  of  physics,  all  have  furnished  their  quota. 
Every  department  of  human  industry,  every  tool  invented  by  the  ingenuity 
of  man  has  borne  its  part  in  the  final  result.  Without  the  most  recent 
discoveries  of  science,  the  converting  of  iron  into  steel  by  the  pneumatic 
process,  the  bridge  in  its  present  form  could  not  have  been  built.  " 

I  can  not  describe  in  detail  all  the  creative  and  constructive  efforts  of 
the  human  mind  in  this  great  work.  It  is  not  necessary;  it  is  finished — 
''Finis  coronal  opus" 

All  this,  however,  is  upon  but  one  side,  the  department  of  construction, 
the  building  of  railroads. 

There  is  still  another  side,  the  operating  department,  in  which  to  accu- 
racy of  calculation  must  be  added  discretion,  sound  judgment,  and  all  the 
higher  qualities  of  head,  and  heart  too.  Here  we  learn — we  take  an  account 
of  exceedingly  small  things ;  here  we  hear  the  name  of  the  nonentity,  the 
imaginary  mill,  and  use  it  in  actual  daily  transactions : 

"  So  many  tons  a  mile  at  so  many  mills  per  ton." 

"It  will  cost  so  many  mills  to  move  such  freight;  therefore,  in  order  to 
pay  dividends  and  cover  operating  expenses,  we  must  charge  so  much  per 
hundred." 

The  tables — operating  expenses — have  these  items:   "The  amount  of 


10  The  Railroad  as  an  Element  in  Education. 

coal  used  this  year  compared  with  last  on  Division was  1.8  pounds 

more,  or  2.3  pounds  less  per  mile." 

In  what  school  can  a  pupil  be  found  who  would  distribute  the  tax- 
assessment  for  eleven  hundred  miles  of  railway  passing  through  twenty- 
nine  counties,  and  the  miles  and  hundredtlis  of  a  mile  in  each  county  to  be 
taken  into  account,  each  county  assessing  a  different  valuation,  and  balance 
up  the  whole  to  within ^ue  milh,  one  half  of  one  cent? 

These  are  some  of  the  problems,  and  these  are  some  of  the  questions 
that  are  solved  by  the  railroad  accountants. 

The  curse  of  our  schools,  and  colleges,  and  universities  too,  is  the  want 
of  accuracy.  And  I  am  not  sure  but  the  careless  use  of  slates  and  black- 
boards has  much  to  do  with  it.  It  is  so  easy  to  say,  "Oh!  that  is  wrong — 
rub  it  out."     In  railroading  you  can  not  "rub  it  out."* 

The  dispatcher  who  sits  at  his  table  with  fifty — a  hundred  and  fifty — 
trains  on  the  rail  has  more  responsibility  every  way  than  the  general  who 

directs  an  army. 

".S'wnc  one  had  hlundered^* 

jvas  said  when,  at  Balaklava, 

"  Then  they  rode  back,  but  not — 
Not  the  six  hundred."' 

Some  one  has  blundered  in  Egypt.  Had  Palmerston  built  a  railroad 
from  Cairo  to  Khartoum,  there  would  not  now  be  a  rebel  in  the  Soudan  to 
annoy  Gladstone. 

Your  World's  Exposition  reminds  me  of  the  Centennial  (1876)  at  Phil- 
adelphia. The  latter  was  full  of  examples — fruitful  illustrations  of  what 
the  accuracy  and  precision  in  railroad  managements  accomplish  in  safety  to 
property  and  person. 

The  Pennsylvania  road  alone  gave  receipts  for  16,039  cars  of  building 
material — for  4,116  cars  of  exhibits  placed  within  the  Centennial  grounds, 
without  a  single  claim  being  made  for  damage.  The  total  number  of  pieces 
of  baggage  received  and  delivered  at  the  several  stations  amounted  to 

*Tou  do  not  find  slates  and  blackboards  in  the  rooms  of  accountants. 


r/ie  Railroad  as  an  Element  in  Education.  11 

730,486  pieces.     Of  these,  twenty-six  pieces  were  lost,  the  claims  for  which 
amounted  to  81,906.99. 

Total  number  of  passengers  from  May  10th  to  November  lOtli,  4,955,- 
712,  carried  without  injury  to  a  single  one. 

Add  to  this  that  during  the  year  1876  this  road  moved  17,064,953  tons 
of  freight  and  18,363,366  passengers  without  loss  of  life  or  harm  to  any 
one. 

With  these  facts  before  me  I  am  ready  to  believe  the  following :  "A 
French  statistician  observes  that  if  a  person  were  to  live  continually  in  a 
railway  carriage,  and  spend  all  his  time  in  railway  traveling,  the  chances 
of  his  dying  from  a  railway  accident  would  not  occur  until  he  was  nine 
hundred  years  old." 

But  the  railroad  is  solving  other  problems — social  problems,  commercial 
problems,  farming  problems. 

The  poet  has  said : 

"  Seas  shall  join  the  regions  they  divide ;" 
The  railroad  answers :  And  continents  shall  unite  the  oceans  they  separate. 
The  rich  valleys  of  the  interior,  the  fertile  plains  of  the  "Far  AVest,"  are 
made  neighbors  to, — find  markets  upon  the  very  shores  of  the  Atlantic,  all 
by  and  through  the  agency  of  the  railroad. 

We  hear  a  great  deal  about  the  Great  West !  Pray,  what  has  made  the 
West  so  great? 

Not  greatness  of  territory  solely — not  great  distances,  but  the  potential- 
ity, the  living,  working  capacity  of  the  locomotive — the  greatest  pioneer, 
the  greatest  missionary  ever  sent  out  by  Church  or  State. 

What  makes  Chicago  the  successful  rival  of  New  York?  The  latter  is 
the  senior  of  the  former,  not  only  by  scores,  but  by  two  hundred  years. 

The  ten  thousand  miles  of  railway  tributary  to  Chicago  —  the  seven 
hundred  trains  (three  hundred  and  fifty  arriving  and  three  hundred  and 
fifty  departing  daily),  with  their  heavily  laden  cars  of  both  passengers  and 
freight — have  something  to  do  with  the  prosperity,  the  metropolitan  pre- 
tentions of  the  "  Lake  City." 

What  will  make  your  city  the  rival  of  both  New  York  and  Chicago? 

Not  because  she  is  the  outlet  of  the  Mississippi  Basin,  but  because  she 


12  Tlie  Railroad  as  an  Element  in  Education. 

is  the  eastern  terminus  of  the  railroads  of  the  Pacific  Slope,  the  Southwest, 
the  Northwest. 

The  superintendent  of  our  last — the  tenth — census  says:  "The  close- 
ness with  which  the  center  of  population,  through  such  rapid  westward 
movement  as  has  been  recorded,  has  clung  to  the  parallel  of  39°  of  latitude 
can  not  fail  to  be  noticed." 

He  does  not,  however,  say  a  word  as  to  the  cause  of  this  singular  move- 
ment westward  four  hundred  and  fifty-seven  miles  in  ninety  years.  Near 
and  upon  the  38°,  39°,  and  40°  of  latitude  may  be  found  three  of  the  great 
trunk  railways. 

But  their  location  is  still  another  problem.  The  peculiar  climate,  pro- 
ductiveness of  the  soil,  and  the  early  settlement  of  this  region  have  all 
something  to  do  with  it.  Here  is  problem  growing  out  of  problem,  fruitful 
each  to  the  student  of  social  philosophy. 

But  again.  I  argue  more  directly,  because  more  demonstratively  tan- 
gible, that  the  school  interest,  the  schools  themselves,  have  flourished  and 
spread  their  influence  in  the  direct  ratio  of  the  number  of  miles  of  railroad 
in  the  State.  Massachusetts,  at  home  and  abroad,  stands  at  the  head  of 
our  school  system;  nor  is  it  disputed  that  in  her  borders  we  find  models 
of  true  culture  and  refinement.  Massachusetts  has  a  mile  of  railroad  to 
every  four  square  miles  of  territory. 

This  is  a  case  from  the  extreme  East.  I  take  an  example  from  Avhat 
used  to  be  termed  the  West,  now  about  the  middle  of  our  country:  Ohio 
has  a  mile  of  railroad  for  every  six  square  miles  of  territory.  Ohio  has 
pretty  good  school  facilities,  and  of  late  has  furnished  her  full  quota  of 
presidents. 

But  select  at  will  any  State,  and  upon  the  map  mark  the  seats  of  insti- 
tutions of  learning — schools,  academies,  colleges,  and  universities — and  you 
will  find  them  all  arranged  along  the  lines  of  the  great  railroads. 

England  and  Wales,  Belgium,  Switzerland,  and  Scotland  possess  the 
greatest  railway  facilities.  These  also  enjoy  the  greatest  freedom,  the  best 
systems  of  schools  of  all  the  European  States. 

But  to  come  still  nearer:  Texas  is  an  example  in  which  from  being  the 
largest  State   in  the  XTnion  territorially,  she  has  become  also  greater  in 


The  Railroad  «-s  an  Element  in  Education.  13 

resources  than  any  of  lier  sister  States  of  the  South,  simply  on  account  of 
the  indissoluble  bond  between  her  school-lands  and  her  railroads. 

Of  seventy-four  cities  and  towns  assuming  control  of  their  schools,  sup- 
plementing the  amount  received  from  the  State  (five  dollars  for  each  pupil 
of  scholastic  age  annually)  by  a  special  tax,  sixty-six  of  these  are  directly 
upon  the  lines  of  railways,  while  the  remaining  eight  are  of  easy  access  to 
railroads. 

"Wo  hear  a  great  deal  about  what  "The  Fathers  of  Texas"  have  done 
for  the  education  of  all  the  children  of  the  State ;  the  thousands  of  leagues 
of  land  reserved  for  the  counties  —  the  millions  of  acres  for  the  general 
school  fund. 

These  historians  should  go  a  little  further,  and  tell  us  Avhat  these  ' '  mil- 
lions of  acres"  were  worth  before  the  railroad  companies  surveyed  and 
brought  these  lands  to  the  attention  of  the  world. 

It  is  true  that  the  railroads  received  sixteen  sections  of  land  for  every 
mile  of  road  built,  conditioned,  however,  upon  the  companies  surveying 
their  own,  together  with  an  equal  number  of  sections  (alternates)  for  the 
schools. 

The  entire  expense  of  surveying  and  returning  a  double  set  of  field 
notes  to  the  General  Land  Office,  at  Austin,  was  borne  by  the  respective 
railroads. 

These  lands  were,  for  the  most  part,  hundreds  of  miles  beyond  civiliza- 
tion; indeed,  the  roads  have  been  extended  more  rapidly  than  a  paying 
traffic  Avould  warrant  in  order  to  develop  their  lands,  to  bring  them  into 
market. 

The  Texas  &  Pacific  wore  out  its  main  line  of  444  miles  in  building 
the  extension  west  of  616  miles — was  a  practical  example  of  the  problem  : 
"How  far  would  a  boy  travel,  starting  from  a  basket  two  yards  from  the 
first  egg,  and  carrying  singly  to  the  basket  one  hundred  eggs,  two  yards 
apart,  in  a  straight  line  ? "  * 

But  whatever  develops,  enhances  the  railroad  ' '  sections,"  enhances  the 
school  "alternates,"  until  lands  heretofore  not  commanding   twenty-five 

*  Some  idea  can  be  formed  of  the  amount  of  wear  and  tear  on  the  road,  when  it  is 
understood  that  the  hoy  traveled  11  miles  840  yards. 


14  TJie  Railroad  as  an  Element  in  Education. 

cents  an  acre  are  now  readily  sold  for  two  dollars ;  or,  the  railroads  have 
increased  the  school  funds  eight-fold,  have  multiplied  their  values  until  Texas 
boasts  of  a  free-school  fund  of  ninety-five  million  dollars — a  fund  that  will 
yield,  at  five  jjer  cent  per  annum,  $4,750,000.  In  valuation,  the  report  of 
the  Comptroller  shows  the  railroads  to  be  the  third  in  order.  Of  course 
land  and  other  realty  hold  the  first  place,  and  live  stock  the  second. 

The  six  thousand  miles  of  railroad  in  Texas,  at  one  half  the  average  cost 
throughout  the  United  States,  would  amount  to  $210,000,000. 

By  reference  to  the  report  of  the  Comptroller,  it  appears  that  the  tax- 
able property  of  the  State  was 

In  1871 $222,504,073 

In  1877 319,373,221 

In  1878 303,202,426 

In  1879 304,193,163 

In  1880 301,470,736 

In  1881 375,000,000 

In  1882 , 419,927,476 

In  1883 527,537,390 

In  1884 603,060,917* 

In  1870  there  was  less  than  300  miles  of  railroad  in  the  State.  From 
1870  to  1877  there  Avere  added  1,300  miles ;  400  miles  were  built  in  1877, 
200  in  1878,  and  700  each  in  1879  and  1880,  while  in  1881  there  were  built 
over  1,500  miles.  Since  1881  there  have  been  added  by  the  completion  of 
roads  projected  nearly  one  thousand  miles  more. 

It  will  be  observed  that  the  gains  in  the  wealth  of  the  State  followed 
the  years  of  greatest  mileage  built.  Was  it  not  dependent  on  the  increased 
extension  of  the  railroad  ? 

I  know  of  no  better  criterion  by  which  to  measure  the  real  wealth  of 
the  State — the  prosperity  and  progress — than  by  the  railroad  earnings.  The 
gross  earnings  of  the  Texas  roads  for  1883  are  put  down  at  $21,450,445. 
But  this  is  a  small  item,  a  very  small  factor,  compared  with  the  real  amount 
and  value  of   the  products  themselves,  when  it  is  remembered  that  the 

*  See  note,  page  29. 


71ie  Railroad  as  an  Element  in  Education.  15 

freight  Avas  moved  at  an  average  cost  of  1.8  cents  per  tun  per  mile;  that 
passengers  were  carried  for  3.5  cents  per  mile  before  the  late  law  (3  cents) 
went  into  effect.  However,  passenger  traffic  is  every  where  small  as  com- 
pared with  freight,  being  in  Texas  less  than  a  third  of  the  gross  earnings. 

By  a  comparison  of  the  average  cost  of  moving  a  ton  a  mile  in  the 
several  groups  of  States,  it  will  be  found  that  Texas  roads  are  not  exorbi- 
tant in  their  charges. 

It  costs  in  New  England  1.7  cents  per  ton  per  mile;  in  the  Middle 
States  one  cent  per  ton ;  in  the  Southern  States  1.8  cents ;  in  the  Western 
States  1.2  cents ;  in  the  Pacific  States  2.2  cents  per  ton  per  mile. 

Nor  is  a  comparison  of  these  rates  with  the  leading  countries  of  Europe 
damaging  to  America.  The  actual  cost  to  the  companies  (not  what  they 
charge  for  moving  a  ton  a  mile)  in  France  is  1.7  cents;  in  Belgium  1.5 
cents  per  ton  per  mile. 

Much  is  heard  about  "The  monopolies,"  "The  soulless  corporations!" 
I  can  not  see  where  so  much  monopoly,  so  much  extortion,  so  much  dis- 
crimination comes  in.  That  can  not  be  very  oppressive  to  the  laboring 
man  which  transports  his  year's  provision,  for  one  day's  labor,  from  Chicago 
to  any  eastern  j)oint.  That  can  not  be  a  discrimination  against  the  con- 
sumer, at  least,  which  transports  from  Chicago  to  New  York  seventeen 
barrels  of  flour  at  the  rate  of  one  mile  for  one  cent.  I  know  of  no  lesson 
so  fruitful  in  its  teachings  as  the  reduction  in  railway  charges  made  by  the 
railroad  managements  themselves  from  1873  to  1879.  Competition,  the 
great  law  governing  all  trades,  forced  this  reduction,  and  by  which  care- 
fully prepared  statistics  show  that  these  corporations  lost,  or  there  was 
saved  to  the  shippers  —  the  consumers  really  —  in  the  sj^ace  of  six  years, 
$922,000,000  in  freights  alone. 

I  do  not  wish  to  be  understood  as  denying  the  rights  of  legislatures,  or 
Congress,  as  to  the  control  of  the  traffic  rates — the  regulation,  as  it  is  termed, 
of  railroads.  I  simply  propose  to  state  the  facts — the  results  in  two  cases  : 
The  New  York  Central  was  chartered — consolidated  in  the  face  of  deter- 
mined opposition.  Passenger-rates  were  fixed  by  law  at  two  cents  per  mile. 
After  the  lapse  now  of  twenty  years  the  rate  is  still  two  cents  a  mile.  The 
freight  rates  were  left  without  regulation — the  latter  have   been  reduced 


16  The  Hailroctd  as  an  Khment  in  Education. 

from  3  cents  per  ton  per  mile  to  .83  of  a  cent  a  ton  a  mile;  or  the  result 
of  competition  has  lowered  the  rate  to  less  than  one  third  of  the  former 
rate. 

The  Texas  &  Pacific  has  reduced  its  freight  from  3.34  cents  per  ton  per 
mile  (1877)  to  1.76  cents  in  1883,  a  reduction  of  nearly  one  half.  Here  is 
a  fruitful  study  for  the  political  mathematician — the  legislative  accountant. 

When  the  legislature  of  Texas  reduced  the  passenger  fare  from  five  to 
three  cents  per  mile,  I  was  met  by  the  Hon.  John  Hancock,  now  a  member 
of  Congress  from  this  State,  and  addressed  thus : 

"Professor,  I  understand  you  say  that  while  the  passenger 'gets  the  ben- 
efit of  40  per  cent  reduction,  that  the  railroads  have  really  lost  66f  per  cent. 
I  do  not  see  this."  Said  I:  "Do  you  see  the  first?"  "Yes,"  said  he.  I 
asked,  "What  part  of  three  must  you  add  to  make  the  result  five?"  Said 
he,  "Two  thirds."  "That  is,"  said  I,  "the  roads  must  now  carry  five  pas- 
sengers at  three  cents  to  realize  the  same  that  they  did  for  carrying  three 
passengers  at  five  cents.  Or,"  said  I,  "to  be  more  practical,  hold  up  your 
five  fingers  ;  turn  two  down — two  fifths  oflT.  Now,  return  from  three  to  five, 
add  two,  turn  the  same  two  up;  two  thirds  of  three  this  time."  "I  see  it," 
said  he ;  "  You  shall  have  the  chair  of  mathematics  in  our  university." 

In  this  same  legislative  discussion  another  fallacy — a  very  grave  mistake 
— was  made  by  these  legislative  accountants.  It  was  contended  that  since 
the  New  York  Central  carried  passengers  for  two  cents  a  mile,  the  Texas 
roads  could  certainly  do  it  for  three — that  the  reduction  of  the  rate  would 
more  than  double  the  amount  of  travel — that  people  would  travel  simply  to 
travel ! 

Another  comparison:  The  New  York  Central  has  not  quite  1,000  miles 
of  main  track  (953).  In  1883  this  road  carried  10,746,925  passengers. 
Since  a  proportion  is  a  comparison,  "If  1,000  miles  carry  11,276,930,  how 
many  should  6,000  miles  carry?"  Answer,  67,661,580;  or,  according  to 
our  last  census,  more  than  forty-two  times  the  entire  population  of  Texas — 
that  is  every  man,  woman,  and  child — would  have  to  make  forty-two  trips 
each  to  put  the  roads  of  Texas  upon  the  same  basis  as  the  New  York 
Central. 

The  facts  show  that  the  results  of  legislative  restrictions  have  main- 


■Tlie  Railroad  aa  an  Element  in  Education.  17 

taiuetl  viaximum  nite:^,  while  without  these  restrictions  the  temleney  lo  lower 
rates  has  been  the  uniform  rule. 

Killing  the  goose  that  lays  the  golden  egg  is  not  (i[uite  the  fable  to  which 
I  would  point  our  legislative  regulators,  but  I  would  remind  them  of  the 
fate  of  Cadmus  endeavoring  to  rescue  his  sister  Europa,  carried  off  by 
Jupiter,  that  while  he  destroyed  the  dreadful  serpent,  that  going  still  further, 
following  the  advice  of  Minerva,  he  sowed  the  teeth  of  the  dragon,  which 
immediately  springing  up  as  armed  men  destroyed  each  other,  Cadmus  him- 
self not  being  exempt  from  the  terrible  catastrophe. 

"The  discriminations,"  as  they  are  termed,  between  local  and  through 
rates,  are  the  same  that  are  hourly  met  with  between  the  retail  and  whole- 
sale dealers  in  our  towns  as  well  as  cities. 

The  railroad  managements  "  do  discriminate,"  and  ahvays  in  favor  of  the 
press  and  the  pulpit.  A  prominent  minister  of  one  of  our  leading  denomi- 
nations told  me  he  had  ridden  free,  in  one  year,  24,640  miles  upon  the  vari- 
ous roads  of  Texas — over  5,000  miles  being  upon  the  lines  of  a  single  com- 
pany.* Hundreds  of  other  ministers  can  testify  to  this  same  liberality  of 
these  same  corporations  toward  the  spread  of  the  Gospel.  The  Texas  roads 
keep  a  temperance  lecturer  continually  traveling  over  the  State,  free  as  to 
transportation,  to  wage  a  ceaseless  war  against  intemperance. 

One  of  our  greatest  General  Managers  says :  "At  all  times  put  me  down, 
first,  in  favor  of  public  free  schools;  second,  and  under  all  circumstances, 
against  whisky."  If  temperance  legislation  would  go  as  far  as  railroad  man- 
agers, soon  we  would  be  rid  of  drunkenness.  Gradually,  slowly,  if  you 
choose,  but  they  are  coming  to  it.  The  general  orders  are  beginning  to 
read,  "No  man  who  uses  intoxicating  liquors  will  be  retained  in  the  employ 
of  this  company." 

This  year  orders  have  been  issued  prohibiting  the  use  of  intoxicating 
liquors  off  as  well  as  on  duty,  on  the  whole  Missouri  Pacific  system.  It  has 
been  the  standing  order  of  the  Baltimore  &  Ohio  and  other  roads  for  years. 

The  next  step  will  be  to  prohibit  the  use  of  tobacco;  a  narcotic  only,  it 

*This  is  not  at  all  improbable.  John  Morriss,  a  conductor  upon  the  Texas  & 
Pacific,  made,  around  "TAe  Qiiadranial,"  Gl,732  miles  in  one  year,  was  in  Ft.  Worth 
every  day,  and  "in  bed  every  night,"  with  the  usual  "lay-overs."  2 


18  The  Railroad  as  an  Element  in  Education. 

is   true,  but  to  the  habitual  user  is   next  in  its  deleterious   influence    to 
whisky. 

The  railroads  will  regulate  themselves — are  doing  it  every  day.  There 
are  many  things  about  them  I  would  like  to  see  changed ;  there  are  many 
things  they  w^ould  change  themselves,  and  they  themselves  will  change  them. 

There  is  also  a  growing  apprehension,  a  needless  alarm  upon  the  part  of 
the  people,  as  to  the  increasing  power  of  the  railroads.  Fears  are  expressed 
that  they  will  control  the  government — not  for  good,  but  for  evil. 

The  recent  introduction  of  steam  as  a  road  motive-power  (in  this  country 
not  till  183U),  the  rapid  progress  of  railroad  construction,  and  the  length  of 
the  lines  operated — 122,000  miles — the  immense  values  that  are  represented, 
$6,500,000,000  (six  thousand  jive  hundred  millions  of  dollars),  one  eighth  of 
the  aggregate  values  of  all  kinds  of  property  in  the  Union — all  these,  with 
the  changed  conditions  wrought  by  them,  have  had  much  to  do  in  creating 
this  alarm.  But  this  has  reference  to  our  own  country  only.  The  lines  of 
railroads  in  the  five  divisions  of  the  earth,  according  to  Baron  Kolb,  cost 
sixteen  billions  of  dollars,  and  will  reach  eight  times  around  the  globe.  And 
all  this  has  been  brought  about  in  a  little  over  a  half  century.* 

If  Britannia  ruled  the  seas  through  her  ships,  Avhy  not  Columbia  rule 
the  continents  through  her  locomotives? 

We  do  not  hear  that  the  mother-country  ever  used  her  navy  to  oi:)press 
her  own  people ;  why  fear  that  the  daughter  will  use  her  railroads  to  mar 
iter  own  beauty  or  to  defeat  her  own  greatness? 

I  say,  "The  railroad  is  solving  commercial  and  social  problems — is  the 
greatest  pioneer,  the  greatest  missionary  ever  sent  out  by  Church  or  State." 

I  have  fully  sustained  the  first  propositions.  I  said,  in  1880,  to  The 
Naiional  Teachers^  Association,  a  body  of  thinkers  not  surpassed  in  this  or 
any  other  country : 

"J  believe  the  whistle  of  the  Texas  &  Pacific  locomotives  ivill  carry  our  civili- 
zation, our  enterprise,  our  religion,  and  our  language  into  tlie  rocky  Sierra  Neva- 
das^,  until  not  only  Mexico,  but  from  the  lakes  to  the  gulf,  and  from  ocean  to  ocean 
will  be  ours,  and  that,  too,  without  a  battle  flag." 

*The  first  railway  worked  by  steam  was  opened  between  Darlington  and  Stockton, 
September  25,  1825. 


J 


Tfie  Railroad  as  an  Element  in  Education. 


19 


During  the  past  three  years  the  American  railroad  has  l)cen  pushing  on, 
is  invading  quietly,  peacefully,  successfully,  the  capital  of  the  Montezumas. 
The  commission  proposed  by  a  member  of  Congress  from  Texas,  only  a 
year  ago,  "  To  cultivate  amicable  and  commercial  relations  with  the  coun- 
tries in  Central  and  South  America,"  is  activelv  about  its  mission  of  Peace 
—Good  Will. 

The  time  is  not  far  distant — "it  is  only  a  question  of  time" — when  we 
shall  realize  Columbus'  grand  conception,  a  passage  to  the  East  Indies  by 
sailing  west — indeed  much  more  than  Columbus  ever  dreamed  of — for  the 
American  railroad  builders,  extending  their  efforts,  pushing  their  lines  south, 
and  north,  into  Central,  into  South  America,  into  Alaska,  crossing  Behring 


'' |T[3Jtt:23nni-:: 


.d 


Straits  (only  twenty-six  miles  wide)  in  a  steamer,  will  thus  connect  by  a 
continuous  and  unbroken  highway  all  the  continents ;  Avill  bind,  will  unite 
by  this  great  commercial  artery  the  interests  of  Chili  and  Brazil  with  Japan 
and  China,  New  York,  San  Francisco  and  Yukon  with  Moscow  and  St. 
Petersburg. 

Byron  wrote,  little  more  than  half  a  century  ago : 

"  But  every  mountain  now  hath  found  a  tongue, 
And  Jura  answers  through  her  misty  shroud, 
Back  to  the  joyous  Alps,  who  call  to  her  aloud." 

To-day,  were  he  living,  he  would  realize  his  prophecy  fulfilled;  he  would 
hear,  and  in  his  dear  mother-tongue,  not  only  amid  Alpine  heights,  but  upon 
every  plain  in  Europe  and  Asia : 

"All  right?"    "  Go  ahead  !" 


20  The  Railroad  as  an  Element  in  Education. 

A  clever  Modern  Philologist  shows  that  the  English  language  is  spoken 
to-day  by  100,000,000  of  people,  that  soon — within  a  hundred  years — will 
be  the  language  of  1,000,000,000  (one  thousand  million)  souls;  adds,  that 
then  the  great  languages  of  the  world  will  be  the  English,  Chinese,  and  Rus- 
sian, with  the  English  far  in  the  lead.  But  he  does  not  tell  us  to  what 
influence  this  wonderful  spread  of  our  language — this  universality  of  our 
mother-tongue — is  due.  He  does  not  tell  why  Europe  was — is  to  day — a 
Babel.  He  does  not  tell  us  that  steam  aijd  electricity,  iron  and  steel,  have 
enabled  this  people  to  subdue,  to  possess  the  earth  this  side  the  Atlantic. 
He  does  not  tell  us  that  the  echoes  and  re-echors  of  the  steam-whistle  were 
not  heard  resounding  through  the  corridors  of  the  Alps  till  late  this  century! 

Mr.  Webster  was  a  great  admirer  of  the  mother-country,  especially  of 
her  teri'itorial  acquisitions,  her  military  glory,  and  in  one  of  his  grandest  and 
loftiest  flights  of  imagination,  de-cribing  the  progress  and  pi'owess,  the 
greatness  and  extent,  of  the  British  nation,  said :  "It  is  a  power  which  has 
dotted  the  face  of  the  whole  globe  all  over  with  her  possessions  and  military 
posts,  whose  morning  drum-beat,  following  the  sun  and  keeping  company 
with  the  hours,  circles  the  earth  daily  with  one  continuous  and  unbroken 
strain  of  the  martial  airs  of  England." 

It  delights  me — it  thrills  me — to  think  upon  my  country,  ray  people,  and 
my  language !  Could  the  immortals,  could  Jefferson,  the  "author  of  the 
Declaration,"  could  Washington,  "the  father  of  his  country,"  look  out  from 
their  celestial  abode,  they  would  behold  to-day  our  Free  Republic  (stretching 
through  more  than  one  hundred  and  eighty  degrees  of  longitude),  all  dotted 
over  with  school-houses  and  colleges  and  churches,  whose  rising-bells  and 
morning  prayer-calls  and  evening  hymns,  following  the  sun  in  his  course 
and  keeping  company  with  the  hours,  fill  the  air  daily  with  the  merry  laugh 
and  joyous  shout  and  happy  song  of  a  continuous  and  unbroken  continent 
of  English-speaking  People! 

The  solution?  The  White  Sails  of  Commerce  brought  this  blue-eyed, 
fair-skinned,  light-haired  race  to  our  shores,  the  Locomotive  carried  into  the 
interior  the  messengers  of  peace,  and  in  their  tracks  followed  smiling  Plenty, 
with  her  attendant  hand-maids,  Religious  Liberty,  Political  Freedom,  and 
Universal  Education. 


22  Tlie  Railroad  as  an  FAcmod  in  Education. 

T  iiddrei^s  lo-day  scientific  men  of  the  Iciuling  nations  of  cartli.  You 
can  lu-ar  witness  of  yonr  efforts,  your  resolutions,  your  arguments,  your 
logic,  your  reasons  to  Wring  about  standard  time.  You  can  testify,  too, 
with  some  niortilication,  that  all  your  labors  have  been  futile.  Yet,  you 
have  learned.  I  tell  you  that  on  the  18th  day  of  Novend)er,  1888,  the 
clocks  of  20, ()()()  railroad  offices,  and  the  watches  of  800,000  employes  were 
reset — the  minute  and  second  hands  all  pointing  to  the  same  division  on  the 
dial — that  the  people  who  did  the  same  could  have  been  reckoned  by  mill- 
ions; and  that  all  this  was  accomplished  without  delay  to  commerce  or 
injury  to  [)erson.  No  general,  from  JVa})oleon  down,  could  have  made  such 
a  change,  even  in  a  single  army  cor[)s,  without  the  loss  of  property  and  life 
too.* 

Again,  who  have  been  Ibremost  in  building  churches,  schools,  and  col- 
leges, in  endowing  universities,  and  in  contributing  to  the  advancement  of 
liberal,  higher  education?  AVherc  can  it  be  so  truthfully  said,  "charity 
never  faileth,"  as  among  raihH>ad  men?  Who  ever  knew  a  real  case  of 
charity  turned  from  ollice,  lu>me,  or  tent  of  a  railroad  man? 

^'""■' 'y  •  "  '  7V,s-  VI i<jhti,M  in  the  mightied. " 

.Vmeriea's  great'lViumvirate  in  ai-tion,  in  the  suceessfid  completion,  con- 
trol, and   management  of  the   three  great  trunk   railways  oi'  our  country, 
abouinK'd  in  good  works,  in  large  beneficence,  and 
"Thoir  (It'cds  do  follow  Ihom." 

In  addition  to  many  smaller,  but  no  less  valuable  charities.  Col.  Thomas 
A.  IScott,  just  before  his  death,  gave  the  following  amounts  to  the  following 
institutions  : 

To  Jefferson  ^^ledieal  College,  of  Philadelphia... S50,000 

To  the  Orthopa>die  Hospital,  of  rhihulelphia 30,000 

To  Children's  Department  of  Episcopal  lh)spital,  of  Philadelphia..    20,000 

To  l^niver.<ity  of  Pennsylvania,  of  Philadelphia 50,000 

'l"'o  Washington  and  Lee  Tniversity,  of  Virginia 50,000 

Total 200,000 

•>Mr.  Wm.  V  AUcn.  of  the  Travolor's  Guide,  is  the  n\ilhor  of  Staiuliira  Time.  The  next 
iiii'Vi-  will  lio  lo  tlu'  siii>;le  Dial  for  llie  day,  to  2A  o'elock  :  "  Train  No.  1  will  meet  No.  2  at  Staliou 
No    111,  at  17,  17  ^o  .-lork)," 


The  Railroad  as  an  Element  in  Education.  23 

In  regard  to  the  numerous  gifts  of  father  and  son — the  Vanderbilts — I 
do  not  know  how  better  to  present  the  same  than  by  giving  the  letter  of  the 
Chancellor  of  the  Yanderbilt  University,  Bishop  H.  X.  McTyeire. 

,,     ^         „  Nashville,  Tens.,  Jan.  29, 1885. 

My  Deab  Professor: 

I  thank  you  for  your  letter Mr.  Cornelius  (Commodore^  Vanderbilt 

gave  this  University  one  million  of  dollars.     Of  that  sum  we  have  now  as  invested 

endowment,  bearing  seven  per  cent  per    annum,  $600,000.    His  son,  Mr.  Wm.  H. 

Vanderbilt,  since  his  father's  death,  has  given  to  Yanderbilt  University  $250,000;  and 

a  $100,000  of   this  sura  has  been  added  to  our  endowment.      Generous   benefactors 

to  the  South  and  to  general  education ! 

The  location  of  Yanderbilt  University  has  made  Nashville  what  they  call  "The 
Athens  of  the  South."     Others  have  come  here  since. 

I  believe  our  catalogue  this  year  will  show  students  from  twenty  States  and  Ter- 
ritories, all  accessible  to  railroads. 

In  honor  of  our  donors  we  give  marked  attention  to  civil  engineering,  including 
the  theoretical  and  practical  knowledge  of  building  railroads.  TVe  believe  in  rail- 
roads with  good  cause. 

For  mounting  and  equipping  the  observatory  for  the  Leander  MeCor- 
mick  telescope  Mr.  "\Vm.  H.  Yanderbilt  gave  §25,000  to  the  Virginia 
University. 

Last  year  he  gave  8500,000  to  the  College  of  Physicians  and  Surgeons, 
of  the  city  of  New  York.  These  two,  father  and  son,  gave  for  the  pur- 
poses enumerated,  one  miUion  five  hundred  and  twenty-five  thousand  dollars. 

But  additionally,  and  in  purpose  and  result  too — a  greater  gift  still — Mr. 
Wm.  H.  Yanderbilt  ha.s  given  8150,000  to  establish  at  Washington  a 
Museum  of  Patriotism,  where  the  collections,  the  offerings  and  trophies,  the 
honors  paid  General  Grant  by  the  nations  of  the  earth  are  to  be  perpetually 
preserved  for  the  inspection  and  admiration  of  all  American  youth,  and  that 
through  all  future  generations. 

Or  in  the  aggregate,  Mr.  Wm.  H.  Yanderbilt  alone  has  contributed  to 
schools  of  science,  schools  of  medicine,  and  a  school  of  patriotism,  nine  hun- 
dred and  twenty  five  thou.*and  dollars. 

"^  He  is  still  in  the  prime  of  life,  full  of  vigor,  abounding  in  good  deeds, 
and  it  may  reasonably  be  expected  that  he  will  yet  outstrip  his  father's  great 
work,  the  founding  and  equipping  of  the  Yanderbilt  University. 

■'  See  note,  page  30. 


24  7%6  Railroad  as  an  Element  in  Education. 

Col.  John  W.  Garrett  leaves  the  following,  greater  thau  either  of 
his  associates  in  extent  and  in  security  of  investment.  These  annuities 
represent  a  basis  of  over  a  million  dollars  ($1,100,000)  at  six  and  five 
per  cent. 

The  clauses  of  the  will  pertaining  to  these  gifts  and  their  purposes  seem 
to  be  worthy  of  reprinting,  even  in  so  short  an  address  as  this  : 

And  upon  the  further  trust  thai  my  said  trustees  shall,  from  the  stocks  and  bonds 
belonging  to  my  estate,  select  such  good  interest-bearing  securities  as  shall  amount  to  the 
sum  of  one  hundred  thousand  dollars,  or  in  their  option  invest  the  sum  of  one  hundred 
thousand  dollars  of  the  moneys  belonging  to  my  estate  in  such  manner  as  to  produce 
the  yearly  sum  of  six  thousand  dollars,  which  said  sum  I  desire  shall  be  paid  yearly  to 
aid  in  improving  the  condition  of  the  poor  in  the  city  of  Baltimore,  the  first  payment 
to  be  made  at  the  expiration  of  one  year  from  my  death,  and  to  continue  thereafter  in 
perpetuity,  and  as  I  have  a  very  favorable  opinion  of  the  usefulness  and  effectiveness 
of  the  present  organization  or  body  corporate  known  as  the  "  Baltimore  Association 
for  the  Improvement  of  the  Condition  of  the  Poor,"  I  recommend  my  said  trustees, 
so  long  as  in  their  judgment  this  charitable  institution  is  efficiently  managed,  to  give 
said  sum  of  six  thousand  dollars  to  the  said  association  annually  for  the  purposes  afore- 
said; and  if  at  anv  future  psrioi,  in  the  judgment  of  my  said  trustees,  said  sum  of  six 
thousand  dollars  per  year  can  be  applied  or  distributed  so  as  to  confer  greater  benefit 
upon  the  poor  of  BaUimorj,  in  that  event  I  direct  my  said  trustees  so  in  their  discre- 
tion to  apply  said  sum. 

And  upon  the  farther  trust  out  of  the  net  income  of  any  estate  to  devote  the  sum 
of  fifty  thousand  dollars  annually  to  such  objects  of  benevolence,  to  educational  pur- 
poses, to  aid  virtuous  an  1  struggling  persons,  and  to  such  works  of  public  utility  as  are 
calculated  to  promote  the  happiness,  usefulness,  and  progress  of  society ;  said  amount 
of  fifty  thousand  dollars  per  annum  to  be  apportioned  to  the  furtherance  of  such 
objects  and  to  the  accomplishment  of  such  ends  in  the  judgment  and  at  the  discretion 
of  my  trustees,  it  is  my  will,  and  I  so  direct  that  the  contributions  to  the  purposes 
named  in  this  clause  shall  continue  during  the  lifetime  of  my  children,  Robert  Garrett, 
Thomas  Harrison  Garrett,  and  Mary  Elizabeth  Garrett,  and  of  the  survivors  and  sur- 
vivor of  them,  and  that  the  same  shall  be  continu'id  thereafter  by  their  heirs  if  the  con- 
dition of  the  estate  will  then  justify  the  said  appropriation.  I  desire  that  the  contribu- 
tions and  assistance  to  be  given  under  this  clause  of  my  will  shall,  as  far  as  practicable, 
be  devoted  to  the  promotion  of  the  objects  herein  named  in  the  city  of  Baltimore  and 
in  the  State  of  Maryland;  but  in  case  of  special  suffering  or  distress  in  other  commu- 
nities, my  trustees  shall  have  the  power  to  u^e  their  discretion  and  judgment  in  reliev- 
ing the  same. 


1 


The  Railroad  as  an  Element  in  Edwuttion.  25 

From  a  personal  friend  to  the  two  benefactors  I  learn  that  Mr.  Garrett 
really  directed  the  gifts  of  Mr.  Johns  Hopkins.  Mr.  Garrett  is  reported  as 
having  said:  "Johns,  give  while  you  live,  so  that  you  may  direct  and  see 
the  fruits  of  your  labors." 

Johns  did  give  while  living,  and  the  Johns  Hopkins  University  is  the 
result  of  the  accumulated  efforts  of  Mr.  Hopkins,  much  of  this  being  "the 
earnings"  of  his  stock  in  the  Baltimore  &  Ohio  Railroad.  The  latter  road 
during  the  lifetime  of  Mr.  Garrett  was  proverbial  for  the  care  of  its  em- 
ployes. The  Baltimore  &  Ohio  Relief  Association,  furnishing  all  the  ad- 
vantages of  a  mutual  life  insurance  company,  a  savings  bank,  and  a  build- 
ing association,  was  peculiarly  the  result  of  Mr.  Garrett's  forethought,  and 
the  pride  of  his  administration. 

The  company  has  announced  the  organization  of  a  School  of  Technology 
for  the  training  of  young  men — the  future  employes  of  the  company.  This 
school,  located  at  Mount  Clare  (Baltimore),  will  be  formally  opened  Sep- 
tember next.  The  object  and  the  purpose  of  this  institution  will  be  to  give 
the  Baltimore  &  Ohio  a  force  of  trained  men,  those  having  the  advantages 
of  a  suitable  amount  of  literary  instruction  as  well  as  that  practical  teach- 
ing which  they  will  most  need.* 

I  must  add  here,  for  the  sentiment,  for  the  lofty  and  manly  and  elevating 
spirit  of  the  donor,  the  following.  Said  Mr.  George  I.  Seney :  "If  any 
one  asks  you  why  E  have  given  so  much  money  to  the  Wesleyan  Female  Col- 
lege, of  Georgia,  tell  them  it  W'as  to  honor  my  mother,  to  whom,  under 
God,  I  owe  more  than  to  all  the  world  besides." 

Mr.  Seney  gave  to  the  Wesleyan  Female  College  and  to  Emory  College, 
of  Georgia,  $450,000.t 

Mrs.  Leland  Stanford,  since  the  spirit  of  her  dear  boy  has  departed 
(ahiit  non  periit),  has  organized,  in  the  city  of  San  Francisco,  four  Kinder- 
garten schools,  locating  them  in  those  portions  of  the  city  most  destitute, 
and  has  dedicated  them  to  the  motherless  and  homeless  little  ones  of  her 
great  and  lowly,  her  splendid  and  yet  shadowy  city.  X 

Already  has  this  benefactress,  if  not  repaid,  been  compensated  in  her 
affliction  for  her  loss.  A  mother  writes  her:  "  My  children  shall  l)e  taught 
to  love  Leland's  memory,  follow  his  example,  and  imitate  his  lovely  char- 
acter." 

*See  note,  page  33.  f^ee  note,  page  3:5.  I  See  note,  page  M. 


26  Tlie  Railroad  as  an  Element  in  Education. 

The  ex-Governor,  it  is  said,  contemplates — has  determined  that  Palo 
Alto,  "the  beautiful,  sweet  Palo  Alto,"  of  the  boy,  shall  be  the  site  of 
Leland's  University. 

Those  who  know  the  father,  his  liberal  culture,  his  broad  views,  and  his 
entire  acquaintance  with  all  the  educational  systems  and  institutions  of 
learning  at  home  and  abroad,  being  a  personal  friend  of  many  of  the  savants 
of  Europe,  with  an  abundance  of  means  at  his  command,  know  that  this  will 
be  a  real  university,  surpassing  the  English  universities  and  leading  those 
on  the  Continent,  since  it  will  deal  with  the  practical,  living  issues  of  all 
science,  social,  political,  and  physical. 

There  will  be,  too,  a  liberality  toward  the  distinguished  scholars  called 
to  these  appointments — their  services  in  their  specialties  will  be  specially 
rewarded.  The  man  who  pays  the  trainers  of  his  horses  more  at  present  in 
wages  and  perquisites  than  his  State  University  pays  her  professors  will  evi- 
dently pay  to  the  conductors  of  the  various  departments  of  this  university, 
founded  and  named  to  honor  his  only  child,  salaries  commensurate  with  the 
founder's  appreciation  of  mind  over  matter.* 

Mr.  President,  I  have  seen  much  of  this  Continent,  have  seen  more  of 
Texas.  That  which  in  our  school  geographies  was  called  '""The  Americant 
Desert" — later,  "The  Staked  Plains" — is  no  desert  at  all.  Since  the  build- 
ing of  the  Texas  &  Pacific  this  vast  area  has  become  (was  all  the  time)  fer- 
tile. All  the  cereals  grow  luxuriantly.  Pure  water,  and  in  nbundance,  is 
found  :tll  over,  throughout  these  plains,  costs  but  the  digging  of  a  shallow 
well.  Here,  sir,  is  so  happily,  so  truthfully  verified  the  great  promise, 
that  not  only  "  The  wilderness  and  solitary  places  ^hall  be  glad  for  them"  (the 
railroads),  but  "  The  desert  shall  rejoice  and  blossom  as  the  rose"  that  I  venture 
to  suggest — I  assert,  Africa  is  not  Africa  because  it  is  the  home  of  the  col- 
ored man  ;  but  the  colored  man  is  the  colored  man  because  his  home  is  in 
Africa!  Needs  but  the  touch  of  Ithui-iel's  spear,  the  life-giving  breath,  the 
awakening  influences  of  the  locomotive,  and  this  ''Dark  Continent,"  this  land 
of  Hum,  will  take  its  rightful  place  in  the  brotherhood  of  Shem  and  Japheth, 
all  then  being  of  one  speech  and  one  language,  and  that  the  Anglo  Saxon. 

But,  sir,  1  must  close,  and  yet  I  can  not  do  so  without  adding  one  other 
reflection.  A  few  days  ago,  standing  upon  the  track  of  the  Texas  &  Pacific, 
and  turning  my  eyes  east  and  west,  surveying  its  long  line  of  1,487  miles 

*See  uote,  page  34. 


The  Railroad  as  an  Element  in  Education.  27 

traversing  the  most  fertile  portions  of  the  territory  of  Texas,  connecting 
the  Avaters  of  each  ocean,  I  was  forced  to  the  conviction  that,  for  many 
miles  on  either  side,  there  will  be  presented  a  phenomenon  not  unlike  the 
gulf  stream,  except  that  the  warm  waters  of  the  latter  will  be  replaced  by 
the  warm  hearts  of  an  intelligent,  enterprising,  and  thrifty  jjopulation. 

Some  will  select  the  fertile  prairies,  others  will  dwell  amid  the  sierras, 
in  search  of  the  rich  placers,  while  others  still  will  be  content  to  tend  their 
flocks  and  count  their  herds. 

Of  these  and  those  who  shall  come  after  them  there  will  be  an  unbroken 
(life-blood)  current  from  the  Pacific  to  the  Atlantic  and  from  the  Atlantic 
to  the  Pacific,  for  this  will  truly  be  the  highway  of  nations. 

Sir,  it  is  said  that  the  ancients  never  worshipped  the  setting  sun.  This  is 
more  than  true  of  our  own  modern  devotees.  Still  it  would  be  remissness, 
indeed,  upon  my  part,  to  close  this  address  without  asking  the  question,  to 
whose  statesmanship,  to  whose  forethought,  to  whose  prophetic  ken  was  due 
this  gigantic  enterprise,  this  girdling  the  continent,  uniting  ocean  with  ocean? 

Moving  west,  still  west,  and  yet  still  west,  pausing  in  front  and  at  the 
very  base  of  rugged  and  awe-crowned  Sierra  Blanca,  said  I,  "A  hundred 
thousand  years  hast  thou  stood  sentinel  over  this  vast  valley  and  plain — long 
hast  thou  guarded  this  Pass;  mayst  thou  yet  stand  a  thousand  thousand 
years,  witnessing  daily  the  transformations,  'the  sweet  influences,'  of  the 
peaceful  locomotive,  and  adding  perpetually  thy  testimony  to  the  sagacity 
of  the  originator  of  the  project  *  to  build  a  railroad  on  or  near  the  thirty- 
second  parallel  of  latitude.'" 

Monuments  and  mausoleums,  bronze  and  brass,  may  fitly  commemorate 
the  deeds  of  dead  heroes,  so  styled  by  the  world,  amid  the  glare  and  glitter, 
the  flush  and  flurry  of  the  battle-field,  but  the  long  lines  of  this  road, 
stretching  across  this  united  continent,  bearing  the  trains  heavily  freighted 
with  the  rich  returns  of  honest  toil,  will  ever  be  the  most  appropriate  monu- 
ment to  the  wisdom  and  skill  of  the  builders  and  present  managers — while 
perennially  the  flower-decked  prairie  will  add  its  fragrance  to  and  forever 
embalm  the  memory  of  Thomas  A.  Scott,  the  great  projector  of  the  Texas 
&  Pacific  Railway  Company. 


ADDENDA. 


Note  A. 


Since  the  delivery  and  the  publication  (1885)  of  The  Railroad  in  Educa- 
tion many  changes  have  taken  place — important  economical  results  have 
been  reached — beneficial  to  the  country,  because  cheapening  the  cost  of 
transportation. 

Says  Mr.  Edward  Atkinson  : 

"The  New  York  Central  and  Hudson  River  Railroad  may  be  taken  as  a  good  ex- 
ample of  an  important  line  of  railroad  under  most  efficient  management,  and  as  a 
standard  of  what  all  other  lines  may  accomplish  when  the  magnitude  of  their  traflBc 
will  permit  them  to  make  as  great  a  reduction  in  rates.  The  average  charge  per 
ton  per  mile  on  this  line  from  1865  to  1868,  four  years,  was  3.0097  cents  per  ton  per 
mile.     From  1882  to  1885,  four  years,  the  charge  was  0.7895.     Difference  2.2202  cents 

"If  we  may  assume  that  the  people  of  the  United  States  have  been  saved  two  and 
one  fifth  cents  per  ton  per  mile  on  the  whole  railway  traflSc  of  the  last  four  years, 
either  from  the  construction  of  railways  where  none  before  existed,  or  by  such  a  reduc- 
tion in  the  chai-ge  for  their  service,  the  amount  of  money's  worth  saved  in  four  years 
has  been  $3,898,373,159,  which  sum  would  probabh-  equal  the  cash  cost  of  all  the  rail- 
ways built  in  the  United  States  since  1865,  to  which  sum  may  probably  be  added 
the  entire  payment  upon  the  national  debt  since  1865." 

Or,  these  conditions  fulfilled,  there  has  been  enough  saved  in  transpor- 
tation alone  in  the  short  space  of  four  years  to  give  every  man,  woman, 
and  child  in  the  "United  States  $77.70  apiece. 

But  to  what  is  this  great  reduction  due?     How  has  this  revolution  on 
freight  charges  been  brought  about?     Simply  by  the  invariable  and  consist- 
ent law  of  commerce,  a  nou-commissioued  regulation. 
(28) 


Addenda.  29 

Note  B. 

Taxable  property  in  1885 $621,011,989 

Taxable  property  in  1886 630,525,123 

As  observed,  the  gains  in  the  wealth  of  the  State  have  followed  the  yeare 
of  active  railroad  building. 

During  the  years  1885  and  1886  there  was  added  to  the  mileage  of 
Texas  nearly  an  equal  amount  each  year,  aggregating  1,234  miles,  or  swell- 
ing the  total  railway  system,  beginning  1887,  to  7,234  miles;  placing  Texas 
as  the  sixth  State  in  the  Union  in  regard  to  railroads.  Illinois,  Iowa,  Penn- 
sylvania, New  York,  and  Ohio,  in  this  grouping  lie  immediately  above  her, 
Illinois  being  the  highest,  with  9,579  miles. 

This  year,  1887,  gives  evidence  so  far  as  being  a  year  of  greater  activity 
than  both  the  preceding,  and  hence  an  increased  taxable  value  largely  over 
1886  may  be  confidently  anticipated.  Texas  should  have  for  her  full  de- 
velopment double  the  present  mileage ;  indeed,  to  put  her  upon  the  same 
footing  as  Illinois,  she  should  have  over  40,000  miles — should  have  really 
44,444. 

Illinois  has  at  present  a  mile  of  railroad  to  every  321  inhabitants ;  Texas 
a  mile  to  every  277.  But  the  area  of  Texas — the  territory  to  be  traversed 
is  jive  times  as  great  as  that  of  Illinois ;  hence  capitalists  need  not  hesitate 
about  "occupying  the  ground."  There  is  still  room  for  investment  in  rail- 
road building  in  Texas. 

In  1878  I  prepared,  and  published  in  1879, 

Industrial  Education — (Origin  and  Progress). 

In  this  pamphlet  will  be  found  : 

"  Wheat  is  one  of  the  chief  staples  of  Texas.  Fully  peopled  and  fully 
developed,  Texas  can  furnish  for  exportation  for  the  markets  of  the  world 
64,000,000  bushels  of  wheat,  can  furnish  more  than  is  now  furnished  by  the 
United  States,  Russia,  and  Austria  combined.  '  Fully  developed '  is  the 
talismanic  word.  But  that  this  may  be  shown  to  be  within  bounds,  has 
been  actually  done,  I  cite  but  a  single  case :  France,  less  in  area  than  Texas, 
in  1869  produced  297,000,000  bushels  of  wheat,  or  67,000,000  bushels  more 
than  the  whole  United  States,  as  given  by  the  census  of  1870." 


30  Addenda. 

This  year  Mr.  Edward  Atkinson,  eminent  authority  on  all  statistics,  says : 

"  The  entire  whetit  croji  of  the  United  States  could  be  grown  on  wheat  land  of  the 
best  quality  selected  from  that  part  of  the  area  of  the  State  of  Texas  by  which  that 
single  State  exceeds  the  present  area  of  the  German  Empire." 

The  German  Empire  has  only  8,000  square  miles  more  than  France. 
Again  says  Mr.  Atkinson  : 

"The  cotton  factories  of  the  world  now  require  about  12,000,000  bales  of  cotton  of 
American  weight.  Good  land  in  Texas  produces  one  bale  to  an  acre.  The  world's 
supply  of  cotton  could  therefore  be  grown  on  less  than  19,000  square  miles,  or  upon 
.an  area  equal  to  only  seven  per  cent  of  the  area  of  Texas." 


Note  C. 

Contrary  to  our  then  reasonable  expectations  Mr.  Wra.  H.  Vanderbilt 
-on  the  8th  of  December,  1885,  was  stricken  down,  really  "  in  the  prime  of 
life"  and  "full  of  vigor." 

The  shock  with  which  his  immediate  friends  received  the  news  of  his 
death  is  the  best  evidence  of  how  unexpected  it  was,  while  the  tribute  of 
these  same  friends  closely  associated  with  him  is  given  as  the  best  exponent 
of  the  life  and  character  of  the  man. 

"His  sudden  death,  in  the  very  midst  of  the  activities  whose  influence 
reached  over  the  continent,  has  startled  the  whole  country,  and  in  the  hush 
of  strife  and  passions  the  press  and  public  give  tender  sympathy  to  the  be- 
reaved family,  and  pay  just  and  deserving  tribute  to  his  memory.  But  to 
us  who  were  his  associates  and  friends,  endeared  to  him  by  the  strongest  ties 
and  years  of  intimacy,  the  event  is  an  appalling  calamity,  full  of  sorrow 
and  the  profoundest  sense  of  personal  loss  ;  while  officially  we  feel  that  his 
sagacity,  his  strong  common  sense,  his  thorough  knowledge  of  the  business, 
his  willingness  to  lend  his  vast  resources  in  times  of  peril,  and  his  counsel 
and  assistance  were  of  invaluable  and  incalculable  service  in  conducting  and 
.sustaining  these  great  enterprises. 

"  He  came  into   the  possession  of  the  largest  estate  ever  devised  to  a 


Addenda.  31 

single  individual,  and  has  administered  the  great  trust  -with  modesty,  with- 
out arrogance,  and  with  generosity.  He  never  used  his  riciies  as  a  means 
of  oppression,  or  to  destroy  or  injure  the  enterprises  or  business  of  others, 
but  it  constantly  flowed  into  the  enlargement  of  old  and  the  construction 
and  development  of  new  works,  semi-public  in  their  character,  which  opened 
new  avenues  of  local  and  national  wealth,  and  gave  opportunity  and  em- 
ployment directly  and  indirectly  to  millions  of  people.  To  the  employes 
of  his  railroads  he  was  exacting  in  discipline  and  the  performance  of  duty. 
He  was  merciless  to  negligence  or  bad  habits  in  a  vocation  where  millions 
of  lives  were  dependent  upon  alertness  and  fidelity.  But  within  these  limits 
he  was  a  just  and  generous  employer  and  superior  officer.  He  knew  how  to 
reward  faithfulness  and  remember  good  conduct,  and  always  held  the  re- 
gj^ect  and  allegiance  of  the  vast  bodies  of  men  who  called  him  chief.  AVith 
all  the  temptations  which  surround  unlimited  wealth  his  hon^e-life  was  sim- 
ple, and  no  happier  domestic  circle  could  any  where  ])e  found.  The  loved 
companion  with  whom  he  began  his  active  life  in  the  first  dawn  of  his  man- 
hood was  his  help,  comfort,  and  happiness  through  all  his  career,  and  his 
children  have  one  and  all  honored  their  father  and  their  mother,  and  taken 
the  places  which  they  worthily  fill  in  their  several  spheres  of  activity  and 
usefulness." 

As  an  evidence  of  the  direction  given  by  the  example  of  the  family, 
grandfather  and  father,  we  find  the  following,  and  in  behalf  of  and  for  the 
benefit  of  the  same  employes,  that  a  social  school,  with  halls  and  libraries 
and  even  home  comforts  is  provided  by  Cornelius  : 

"  As  an  outgrowth  of  this  work  the  Young  Men's  Christian  A-ssociation, 
and  because  of  the  felt  need  of  larger  and  better  accommodations,  ]\Ir. 
Yanderbilt,  on  the  30th  of  June,  made  a  proposition  to  the  Board  of 
Directors  of  the  New  York  Central  Railroad,  that  if  they  would  set  apart  a 
plot  of  land  eighty  by  forty  feet,  on  the  corner  of  Forty-fifth  Street  and 
Madison  Avenue  as  a  site  for  a  building  to  be  used  by  the  railroad  men 
centering  at  the  Grand  Central  Depot,  he  would  at  his  own  expense  erect 
thereon  a  magnificent  building,  adapted  in  all  respects  to  the  growing  de- 
mands of  the  work  of  the  society  with  whose  progress  and  development  he 
was  so  familiar." 

The  propo.sitiou  was  accepted  on  behalf  of  the  company  in  an  appro- 


■32  Addenda. 

priate  and  characteristic  letter  by  President  Depew,  who  said,  among  other 
things  : 

"  Individually  I  am  deepl-y  sensible  that  this  work  will  lighten  the  burdens  of  the 
administration  of  the  affairs  of  the  company,  and  promote  that  good  feeling  and  mu- 
tual and  interdependent  interest  between  the  executive  and  all  departments  of  our  busi- 
ness, which,  increasing  with  years,  will  furnish  more  acceptable  service  to  the  public 
and  add  to  the  value  of  the  property." 

Ground  was  broken  for  the  new  building  1st  September,  1886.  When 
finished  it  will  contain,  on  the  first  floor,  reception-room,  offices  and  com- 
mittee rooms,  reading-room  and  library  containing  7,000  volumes,  and  a 
room  for  games.  In  the  basement  will  be  located  the  gymnasium  and  bowl- 
ing alleys,  bath  rooms  of  the  most  modern  kind,  including  a  large  plunge, 
and  a  boiler  for  heating  the  building.  The  second  floor  will  be  devoted  to 
the  large  hall  for  lectures,  concerts,  and  other  entertainments,  and  will 
contain  rooms  for  classes ;  and  on  the  third  floor  quarters  will  be  pro- 
vided for  the  janitor,  while  in  the  upper  story  provisions  will  be  made  for 
men  to  sleep  who  occasionally  remain  in  the  city  over  night.  The  building 
will  be  of  brick,  trimmed  with  terra  cotta,  and  the  interior  finished  in  the 
most  handsome  and  modern  style. 

Turning  from  the  provision  completed  for  the  comforts  of  the  working 
classes,  and  of  his  employment,  Mr.  Vanderbilt  contributes  to  the  promotion 
of  taste  and  a  love  of  the  fine  arts,  presenting  to  the  Metropolitan  Museum 
of  Art,  in  New  York  City,  the  painting  by  Rosa  Bonheur,  entitled  "The 
Horse  Fair,"  purchased  at  the  sale  of  the  Stewart  collection  at  a  cost  of 
$53,000.     His  reason  for  this  presentation  is  best  given  in  his  own  words : 

"  It  seems  to  me  to  be  a  work  of  art  which  should  be  in  a  position  where  it  can 
permanently  be  accessible  to  the  public.  In  the  gallery  of  the  Museum  this  object 
will  be  attained." 

An  appreciative  public,  as  these  facts  become  known,  must  forget  the 
millionaire  in  their  admiration  of  the  man. 


Addenda.  33 


Note  D. 


Has  it  not  been  established  that  good  deeds  are  hereditary — are  trans- 
mitted from  father  to  sou  ?  The  school  established  at  Mont  Clare,  at  a  cost 
to  the  Baltimore  &  Ohio  of  $25,000,  has  been  by  the  company  voted  an 
annual  appropriation  for  its  support  of  $20,000. 

Soon  this,  for  the  employes,  is  followed  by  a  gift  of  $8,000  by  the 
President,  Mr,  Robert  Garrett,  to  ' '  The  New  Art  Museum"  of  Princeton 
College. 

Thus  again  is  exhibited  the  broad  philanthropy  of  the  benefactor,  suit- 
ably contributing  to  the  needs  of  one,  as  well  as  to  the  tastes  of  another 
class  of  persons. 


Note  E. 

"While  Mr.  Seney  was  making  an  outright  gift  of  $450,000  to  Emory, 
and  the  AVesleyan  Female  College,  (ex-Governor)  Senator  Joseph  'E.  Brown, 
the  President  of  "The  Western  &  Atlantic  Railroad,"  was  purchasing  iu 
the  market  bonds  of  the  State  of  Georgia  belonging  to  the  University,  in 
order  to  establish  a  perpetual  fund  to  aid  in  educating  indigent  young  men, 
by  a  loan  on  certain  easy  conditions. 

The  number  benefited  now,  from  twenty  to  twenty  five,  will  increase 
annually. 

This  is  not  a  donation  ;  the  beneficiaries  agree  to  pay  back  the  amount 
received  Avith  4  per  cent  interest,  the  main  idea  being  to  help  those  who 
make  an  effort  to  help  themselves. 

The  original  fund  was  $50,000,  bearing  seven  per  cent  interest. 

This  gift,  or  loan  rather,  is  known  as  "  The  Charles  McDonald  Brown 
'  Scholarship  Fund." 

The  real  object  and  scope  of  this  fund  is  best  given  in  the  language  of 
the  sagacious  donor  : 

"  The  object  is  to  help  indigent  young  men  who  are  poor  and  promising  and  who 
are  not  able  to  help  themselves,  and  who  have  not  friends  able  to  help  them.     The 

3 


34  Addenda. 

terms  of  the  donation  do  not  permit  any  young  man  to  receive  more  than  two  hun- 
dred dollars  per  annum  for  his  expenses  while  at  college.  The  tuition  is  free,  and 
where  a  young  man  has  one  hundred  dollars  per  annum,  or  can  command  that,  he  is 
permitted  to  have  an  additional  hundred  to  help  out  and  enable  him  to  finish  his 
education  when  he  could  not  otherwise  do  it. 

"The  same  is  true,  whether  the  amount  he  can  furnish  be  more  or  less  than  one 
hundred  dollars,  as  he  would  be  allowed  to  receive  the  benefit  of  the  fund  to  the  ex- 
tent of  the  balance  necessary  to  make  up  the  two  hundred  dollars  per  annum.  The 
object  here,  as  they  are  poor  boys,  is  not  to  put  it  in  their  reach  to  be  extravagant, 
but  to  compel  them  to  get  along  on  two  hundred  a  year,  their  tuition  being  free, 
which  they  can  do  and  live  comfortably." 

Provision  is  made  for  a  system  of  competitive  examinations,  where  they 
can  be  had,  Avhich  are  reported  from  the  different  counties,  and  upon  these 
reports  the  trustees  of  the  University  make  up  their  decision  as  to  who  is 
most"  entitled. 

Within  less  than  a  half  century  the  rich  fruits  of  this  scholarship  will  be 
observed  in  the  field  and  forum,  in  the  workshop  and  in  the  counting  house, 
in  all  the  peaceful,  productive  walks  of  life  of  the  great  empire  State  of 
Georgia. 


Note  F. 

The  four  kindergarten  schools  have  grown  into  eight,  with  an  attend- 
ance of  over  six  hundred  children.  Mrs.  Stanford  bears  the  entire  expense, 
receiving  as  a  grateful  compensation  that  many  mothers  now  write  her : 

"  '  My  children  shall  be  taught  to  love  Leland's  memory,  follow  his  example,  and 
imitate  his  lovely  character.'  " 


Note  G. 

"  His  liberal  culture,  his  broad  views,  and  an  abundance  of  means  at  his 
command,"  have  enabled  the  Governor  to  name  a  Board  of  Control  for 


Addenda.  35 

"Leland's  University."     Thirty  millions  of  property  has  been  designated 
as  the  foundation  of  this  school. 

The  design  of  it  is  truly  to  "deal  with  the  practical  living  issues  of 
all  science,  social,  political,  and  physical."  Article  I  of  the  grant  sets 
forth  : 

"The  Nature,  Object,  and  Purposes  of  the  Institution  hereby  founded  to  be: 

"Its  nature,  that  of  a  University,  with  such  seminaries  of  learning  as  shall  make 
it  of  the  highest  grade,  including  mechanical  institutes,  museums,  galleries  of  art, 
laboratories  and  conservatories,  together  with  all  things  necessary  for  the  study  of 
agriculture  in  all  its  branches,  and  for  mechanical  training,  and  the  studies  and  exer- 
cises directed  to  the  cultivation  and  enlargement  of  the  mind. 

"Its  object,  to  qualify  its  students  for  personal  success  and  direct  usefulness  in  life. 
"And  its  purposes,  to  promote  the  public  welfare  by  exercising  an  influence  in  be- 
half of  humanity  and  civilization,  teaching  the  blessings  of  liberty  regulated  by  law, 
and  inculcating  love  and  reverence  for  the  great  principles  of  government  as  derived 
from  the  inalienable  rights  of  man  to  life,  liberty,  and  the  pursuit  of  happiness." 

"Article  IV. 

"POWERS    AND    DUTIES    OF   THE   TRUSTEES. 

"Section  9.  To  appoint  a  President  of  the  University,  who  shall  not  be  one  of 
their  number,  and  to  remove  him  at  will. 

"Sec.  10.  To  employ  professors  and  teachers  at  the  University. 

"Sec.  11.  To  fix  the  salaries  of  the  president,  profess(jrs,  and  teachers,  and  to  fix 
them  at  such  rates  as  will  secure  to  the  University  the  services  of  men  of  the  very 
highest  attainment. 

"Sec.  14.  To  prohibit  sectarian  instruction,  but  to  have  taught  in  the  University 
the  immortality  of  the  soul,  the  existence  of  an  all-wise  and  benevolent  Creator,  and 
that  obedience  to  His  laws  is  the  highest  duty  of  man." 

Do  not  these  quotations  justify  the  prediction  of  1885  :  "There  will  be, 
too,  a  liberality  toward  the  distinguished  scholars  called  to  these  appoint- 
ments— their  services  in  their  specialties  will  be  specially  rewarded.  The 
man  who  pays  the  trainers  of  his  horses  more  at  present  in  wages  and  per- 
quisites than  his  State  University  pays  her  professors  will  evidently  pay  to 
the  conductors  of  the  various  departments  of  this  University,  founded  and 
named  to  honor  his  only  child,  salaries  commensurate  with  the  founder's  ap- 
preciation of  mind  over  matter." 


36  Addenda. 

One  other  remarkable  fact  about  this  grant,  that  while  our  endowments 
for  colleges  and  universities  have  been  usually  the  gifts  of  either  a  man  or 
woman  singly,  this  is  the  joint-grant  of: 

"We,  Leland  Stanford  and  Jane  Lathrop  Stanford,  husband  and  wife,  grantors. 
desiring  to  promote  the  public  welfare  by  founding,  endowing,  and  having  maintained 
upon  our  estate,  known  as  the  Palo  Alto  Farm,  etc." 

The  foundations  have  been  laid : 

"  Menlo  Park,  Cal.,  May  15th. — The  corner-stone  of  the  first  building  of  the 
Lelan.d  Stanford,  jr..  University  was  laid  this  morning  at  Palo  Alto." 


Note  H. 
Work  and  Wealth. 


These  are  not  the  same — they  are  not  "  equals" — they  are  mathematical 
"  equivalents." 

Work  is  the  cause,  wealth  the  result — Avork  the  instrument,  wealth  the 
effect — work  the  procuring  agent,  wealth  the  accumulated  product : 

"As  unto  the  bow  the  cord  is," 

So  is  work  unto  wealth, 

"  Useless  each  without  the  other." 

And  while  by  no  amount  of  discussion  can  work  and  wealth  be  shown  to 
be  the  same,  it  is  equally  true,  however,  that  there  must  be  peace — har- 
mony between  them. 

Work  is  most  effective,  most  productive  when  it  is  "sustained"  and 
"  protected  "  by  wealth. 

This  position  presupposes  organization,  and  there  is  as  much  reason  for 
organization  among  working  men  as  among  moneyed  men — but  this  organiza- 
tion mu^t  be  in  the  direction  of  doing,  not  in  the  prevention  of  doing. 

Hence  "the  strike"  is  wrong  in  theory  and  doubly  so  in  practice.     In 


Addenda.  87 

practice  it  not  only  requires  the  withdrawal  of  certain  individuals  iVoni 
work  but  prevents  others  from  working. 

While  it  may  not  be  so  easy  to  establish  the  position,  that  no  one  ha.s  a 
right,  in  health,  to  quit  work,  it  can  easily  be  shown  that  the  prevention  of 
others  is  clearly  wrong  and  a  direct  interference  with  personal  liberty. 

"  This  is  theory  !  "  says  one. 

Take  an  example  of  the  late  strike  iu  the  Southwest ;  take  the  evidence 
of  disinterested  and  also  of  interested  sources  : 

"The  loss  to  the  Missouri  Pacific  KaiUvay  through  last  year's  strike  is  placed  in 
the  annual  report  of  the  company  at  $500,000,  while  the  losses  to  the  strikers  are 
estimated  at  $900,000,  making  a  total  of  $1,400,000. 

"The  Curtin  Congressional  Com.mittee." 

Mr.  Martin  Irons,  a  conspicuous  leader  at  the  time  of  these  men,  says : 

"  Of  the  4,800  engaged  in  this  strike,  there  are  4,000  of  them  to-day  without  lucra- 
tive employment." 

The  loss  here  stands  in  the  relation  of  Jive  to  nine — wealth  coming  out 
"  ahead  "  nearly  as  two  to  one,  but  the  country — the  whole  people — with  an 
aggregate  destruction  of  $1,400,000  of  productive  values — a  shortage  of  the 
actual  necessaries  of  life  to  this  amount. 

The  remedy  for  these  troubles  can  not  be  discussed  here. 

The  want  of  harmony,  of  entire  cordiality  between  work  and  wealth,  has 
had  its  origin  of  late  in  this  country  in  the  results  of  the  civil  war. 

Prices'  of  every  thing  for  whatever  purpose  became  fabulously  high  during 
the  war.     The  demand  Avas  far  greater  than  the  supply. 

The  war  ended  and  a  return  to  normal  conditions,  not  suddenly  even,  but 
a  tendency  continually  in  this  direction,  wrought  a  change  in  the  demands. 
The  increased  and  increasing  number  of  working  men  with  a  less  and  less 
demand  for  them,  even  at  lower  wages,  has  brought  about  a  feeling  of  un- 
rest— a  spirit  of  discontent.  The  idea  has  become  prevalent  that  the  poor 
(the  working  man)  has  become  poorer,  because  he  gets  less  for  his  same 
"work,  forgetting  the  fact  that  he  can  purchase  more  with  the  same  amount 
of  money ;  and  that  the  rich  (wealthy  man)  has  become  richer,  which  again 
is  not  the  fact,  it  is  only  an  aggregation  of  the  riches,  wealth  of  many  men, 
controlled,  it  may  be,  by  one  man. 

45GG92 


38  Addenda. 

And  as  the  railroad  corporations  seem  to  have  gotten  this  control  in  long 
lines,  accumulated  wealth,  they  have  been  attacked  as  the  common  enemy 
of  the  poor  man. 

It  is  true  these  lines  have  been  lengthened,  and  these  corporations  have 
become  larger,  and  immense  amounts  of  money  have  been  invested  in  them, 
not  realized  or  made  by  them — so  much  that  they  have  attracted  the  criti- 
cisms and  provoked  the  envy  of  the  discontented,  receiving  at  the  same 
time  the  denunciations  of  a  large  number  of  people  who  ought  to  know  bet- 
ter the  actual  situation. 

As  compared  with  other  aggregations  of  wealth  the  railroad  should  be 
ranked  high,  and  the  accumulation  of  vast  properties,  franchises,  and  even 
privileges  should  be  readily  conceded  to  these  corporations.  For  the  whole 
economy  of  nature  and  art  is  comprised  under  these  three  heads :  Transmu- 
tation, Transformation,  and  Transportation. 

The  former  is  chemical,  the  second  mechanical,  and  the  third,  that  which 
deals  with  the  j^roducts  ready  for  the  use  of  man,  comes  under  and  justly 
belongs  to  the  transporting  power,  whether  by  sail  or  steam,  whether  on 
water  or  land. 

The  activity  of  railroad  building  lately  has  been  the  salvation  of  the 
farmer  and  mechanic — has  been  a  means  of  distributing  this  accumulated 
wealth  that  would  have  been  forever  "hoarded"  but  for  them.  This  is 
especially  true  of  the  South :  railroads  have  been  built  far  in  advance  of  the 
demand  for  them,  and  years  must  elapse  before  they  reach  even  an  expense 
basis,  much  less  a  "  dividend-declaring"  basis,  having  penetrated  far  into  the 
unpeopled  sections  in  order  to  provide  for  the  approach  of  the  coming  settler. 

These  same  railroads,  all  along  their  lines,  are  boring  for  water,  demon- 
strating the  fact,  or  putting  beyond  experiment  the  question  that  an  abun- 
dance of  the  purest  water  can  be  obtained  all  across  what  have  heretofore 
been  reckoned  barren  plains.  These  railroads  are  doing  all  this  for  the 
benefit  of  the  new  citizen,  Avho  Avith  his  small  means  can  not  afford  to  incur 
the  expense  of  such  investigation. 

There  is  a  strange  inconsistency  in  the  action  of  the  men  who  are  without 
railroads  and  those  who  have  them.  The  former  work  for  their  location, 
talk  for  them,  and  even  pay  money  in  subsidy  to  secure  them ;  the  latter 
abuse  them  as  monopolies,  as  oppressors  of  the  poor. 


Addenda.  3y  1 

There  never  has  been  a  lield  in  which  the  poor  man  (the  working  man) 
has  had  such  a  chance  to  come  to  the  front  as  in  the  l)uikling,  the  ccjuipjjing, 
and  the  managing  of  raih'oads.  Neither  the  forum,  nor  the  legislative  hall, 
nor  the  battle-field  has  ever  offered  such  opportunities  to  men,  whose  ener- 
gies have  been  directed  by  their  brains,  as  the  railway  service. 

Comparisons  not  Odious. 

On  page  fifteen  of  this  address  occurs  the  following : 

"  That  can  not  be  very  opj^ressive  to  the  laboring  man  which  transports 
his  year's  provisions,  for  one  day's  labor,  from  Chicago  to  any  Eastern  point. 
That  can  not  be  a  discrimination  against  the  consumer,  at  least,  which  trans- 
ports from  Chicago  to  New  York  seventeen  barrels  of  flour  at  the  rate  of 
one  mile  for  one  cent." 

Convert  a  barrel  of 

FLOUR   into   bread. 

A  $7  barrel  of  flour  will  make  one  hundred  and  eighty  loaves  of  bread. 
At  ten  cents  a  loaf,  the  estimated  cost  of  converting  this  barrel  of  flour  into 
one  hundred  and  eighty  loaves  of  bread  is  $3,  showing  a  net  j^rofit  of  $8. 
Total  charge  by  railroad  for  transporting  that  barrel  of  flour  from  St.  Louis 
to  New  York,  40  cents. 

Or  the  retail  dealer  received  twenty  times  as  much  for  his  little  manipu- 
lations as  does  the  railroad  that  transports  it  1,000  miles.  The  receiving 
and  delivering  both  being  an  extra  expense  to  the  railroad. 

BEEF. 

Good  beef  that  costs  about  9  cents  per  pound  retails  at  16  cents,  a  profit 
of  over  75  per  cent. 

Fresh  beef  is  transported  from  the  AVestern  market,  say  Chicago  to  New 
York  or  Boston,  for  40  cents  per  100  pounds,  or  less  than  a  half  cent  a 
pound.     Should  the  consumer  complain  of  this? 

HAMS. 

The  average  rate  of  freight  on  hams  is,  say  20  cents  per  hundred  weight ; 
the  average  weight  of  hams  about  12  pounds,  or  eight  hams  per  hundred 
weight.     That  is,  the  freight  on  eight  hams  is  about  20  cents ;  on  a  single 


■40  Addenda. 

ham,  one  eighth  of  that,  or  2h  cents ;  gross  charge  by  railroads,  2|  cents  on 
the  whole  ham,  against  a  profit  of  4  or  5  cents  on  a  single  pound  paid  by 
the  consumer.  Or  the  freight  from  the  Western  to  the  Eastern  cities  is 
about  one  sixtieth  of  the  cost  of  the  ham. 

TEA. 

The  average  cost  of  tea  to  the  consumer  is  80  cents  per  pound.  Average 
profit  30  cents  per  pound.  Freight  charged  by  the  railroads  for  carrying 
this  tea  1,000  miles  i$  45  cents  per  hundred  weight,  the  profit  on  a  single 
pound  exacted  from  the  consumer  is  two  thirds  of  the  gross  charge  by  rail- 
road for  carrying  •!  00  pounds  1,000  miles. 

BOOTS    AND    SHOES. 

The  profit  on  a  single  pair  of  $4  boots  or  shoes  is  equal  to  three  times  the 
freight  charges  on  a  dozen  or  even  twenty  pair  for  1,000  miles. 

CLOTHING. 

A  good  suit  of  clothes  can  be  bought  for  $20.  Weight  of  suit  five 
pounds.  Maximum  rate  for  carrying  this  class  of  goods  to  Chicago,  St. 
Louis,  and  Western  points  from  New  York,  say  1,000  miles,  50  cents  per 
hundred  weight. 

This  suit  Aveighs  5  pounds,  20  suits  weigh  100  pounds,  transportation 
1,000  miles  50  cents,  2^  cents  each  ;  average  profit  per  suit  to  the  dealer  $8. 
Profit  to  dealers  320  times  the  transportation. 

And  yet  nobody  complains  of  these  profits.  No  regulation  is  discussed, 
no  "Interstate  Commerce  Bill"  is  passed  to  prevent  these  discriminations, 
these  monopolies.  The  regulation  of  these  is  left  to  the  laws  of  trade, 
to  competition,  and  in  which  the  "shorter"  the  "haul,"  the  larger  and  the 
"  longer"  this  profit  is  exacted  of  the  consumer,  the  working  man. 

The  Interstate  Commerce  Bill. 

The  constitutional  authority  upon  which  this  is  based  reads : 

Article  I,  Section  8,  Clause  3  :  '•  The.  Congress  shall  have  power  to  regulate  com- 
merce with  foreign  nations,  and  among  the  several  States  and  with  the  Indian  tribes." 

This  constitution  was  adopted  in  1787,  or  one  hundred  years  ago,  twenty- 


Addenda.  41 

nine  years  before  the  first  canal,  thirty-two  years  ])efi)r('  the  first  steamship 
crossed  the  Atlantic,  twenty  years  before  the  Clermont  ascendetl  tin-  Hud- 
son, and  forty-two  years  before  a  railroad,  even  of  the  rudest  e(|ui]»mont, 
was  constructed  in  this  country,  and  hence  could  not  have  been  desij^ued  to 
control  the  present  railroads,  or  even  regulate  the  commerce  transported  by 
them.  Section  9,  clause  5,  of  the  Constitution  clearly  sustains  this  inter- 
pretation, viz.,  that  our  present  Constitution  never  so  much  as  anticipated 
railroads  or  their  management  by  congressional  enactment : 

"  No  tax  or  duty  shall  be  laid  on  articles  exported  from  any  State.  No  preference 
shall  be  given  by  any  regulation  of  commerce  or  revenue  to  the  ports  of  one  State 
over  those  of  another;  nor  shall  vessels  bound  to  or  from  one  State  bo  obliged  t<>  en- 
ter, clear  or  pay  duties  in  another." 

"  Vessels"  and  "  ports" — steam  vessels  are  not  even  mentioned. 

But  that  railroads  as  now  operated  should  be  regulated  by  law  no  one 
assumes  to  dispute.  They  are  "  public  highways,"  "  common  carriers,"  but 
they  are  not  the  property  of  the  public,  they  are  not  built  by  the  public, 
not  maintained  by  the  public,  and  should  not  be  controlled  by  the  public  in 
the  sense  that  the  navy,  the  army,  or  even  a  light-house  is  sustained. 

"  Rights,"  "  privileges,"  "franchises,"  and  "charters"  are  granted  them 
with  extraordinary  powers,  still  their  ownership,  liabilities,  and  duties  are 
vested  in  private  individuals,  and  these  should  be  allowed  to  operate  them 
as  any  other  business,  for  the  profit  in  them. 

There  are  scores  of  railroads  the  property  wholly  of  one  man,  or  family, 
and  hence  whatever  may  be  said  of  their  relation  or  duty  to  the  public  they 
owe  no  more  than  other  individuals,  or  other  corporations  composed  as  they 
are,  of  individuals. 

"The  Interstate  Commerce  Bill "  errs  in  attempting  to  regulate  tariris, 
to  say  at  what  cost  certain  service  shall  be  performed,  ignoring  the  expen.se 
of  building,  equipping,  maintaining,  and  operating  the  several  difiereut 
roads,  all  subject  to  entirely  different  conditions.  That  is,  in  its  aim  to  pre- 
vent discrimination  it  does  discriminate.  That  while  it  jiroposes  to  prevent 
small  local  hardships,  it  entails  upon  the  general  anil  great  public,  tiie 
numberless  consumers,  still  greater  hardships,  heavier  freights.  That  the 
object  of  the  bill  is  good  no  one  doubts,  l)ut  that  it  is  full  (tf  difficidties, 
"hardships,"  and  even  in  the  interpretation  of  a  wise  and  jutliiious  cimu 


42  Addenda. 

mission  will  take  many  years,  with  other  congressional  amendments  and 
"  suspensions"  to  harmonize  and  to  understand  the  true  meaning  of  "  Under 
substantially  similar  circumstances  and  conditions." 

There  is  still  another  side,  and  one  in  this  era  of  anti-monopoly  that 
should  not  be  overlooked  by  the  statesman,  nor  be  lost  sight  of  by  the 
patriot.  That  when  our  Republic  Avas  threatened,  was  in  the  very  throes  of 
destruction,  civil  war  and  dissolution,  the  Government  called  to  its  aid  these 
same  "  builders,"  these  railroad  owners  and  managers,  to  aid,  to  come  to  the 
rescue,  to  build  more  roads,  to  bind  this  continent  together  by  transconti- 
nental railways.  A  net-work  was  soon  the  result.  Soldiers  and  the  mu- 
nitions of  war  could  be  placed  at  any  desired -point  within  a  few  hours.  The 
effect  of  their  potency  and  efficiency  is  seen  to-day  in  an  unbroken  conti- 
nent, one  government,  and  a  happy,  united  people. 

The  railroad  during  this  time  solved  still  another  heretofore  vexed  ques- 
tion— the  Indian  question.  The  locomotive  has  been  to  the  Indian  upon 
our  plains  what  the  white  sails  of  commerce  have  been  to  the  inhabitants  of 
the  isles  of  the  sea — the  calumet  of  peace. 

"  The  camp  has  had  its  day  of  song  ; 

The  sword,  the  bayonet,  the  plume 
Have  crowded  out  of  rhyme  too  long 

The  plow,  the  anvil,  and  the  loom. 
Oh !  not  upon  our  tented  fields 

Are  Freedom's  heroes  bred  alone ; 
The  training  of  the  work-shop  yields 

More  heroes  true  than  war  has  known. 

"  Who  drives  the  bolt,  who  shapes  the  steel, 

May,  with  a  heart  as  valiant,  strike 
As  he  who  sees  a  foeman  reel 

In  blood  before  his  blow  of  might. 
The  skill  that  conquers  space  and  time, 

That  graces  life,  that  lightens  toil, 
May  spring  from  courage  more  sublime 

Than  that  which  makes  a  realm  its  spoil." 

Other  Heroes  than  the  AVorld's. 


Addenda.  43 

Some  men  are  great  in  conception — some  in  execution — in  both  wore 

H.  M.  HoxiE,  George  Noble,  G.  J.  Foreacre. 

Circumstances  do  not  make  men,  neither  do  men  make  circumstances. 
The  proper  direction  of  circumstances  makes  men.  And  whoever  becomes 
great  in  whatsoever  walk  of  life  is  the  man  who  is  able  to  see,  to  grasp  and 
direct  circumstances.  Such  a  man  was  H.  M.  Hoxie,  another  was  George 
Noble,  and  still  another  was  G.  J.  Foreacre.  There  were  in  their  lives  re- 
markable likenesses,  peculiarities,  contrasts,  in  their  deaths  coincidences 
worthy  of  mention  here. 

Mr.  Hoxie  died  (1886)  November  23d,  aged  fifty-six ;  Mr.  Noble  died 
eleven  days  later,  December  4th,  aged  fifty-six,  and  Mr.  Foreacre  died  Decem- 
ber 15th,  eleven  days  later,  aged  fifty-eight.  However,  their  arduous  toils, 
their  disappointments,  their  successful  labors,  and  their  rich  rewards  can 
best  be  narrated  separately. 

H.  M.  Hoxie. 

Mr.  H.  M.  Hoxie  was  a  native  of  Macedon,  New  York.  He  early  in 
life  moved  to  Iowa  ;  showed  in  boyhood  energy,  decision  of  character,  and, 
during  the  war,  on  account  of  his  conspicuous  ability  and  tact  in  the  con- 
trol and  management  of  men,  was  appointed  Provost  Marshal  of  the  State. 
In  this  position  he  performed  his  duties  in  such  an  impartial  manner  as  to 
attract  the  attention  of  the  civil  as  well  as  military  officials. 

When  the  building  of  the  Union  Pacific  Railway  was  undertaken,  Mr. 
Hoxie  was  offered  a  position  of  trust  and  responsibility,  which  he  filled  in 
such  a  manner  as  to  win  for  himself  the  respect  and  admiration  of  General 
G.  M.  Dodge,  the  Chief  Engineer,  to  whose  brains  and  energy  the  incep- 
tion and  completion  of  the  Union  Pacific  are  mainly  due. 

A  change  in  the  administration  of  this  road  was  brought  about  and  Mr. 
Hoxie,  at  the  earnest  solicitation  of  Mr.  "\Vm.  E.  Dodge  and  others,  took 
charge  of  the  International  Railroad  then  l)uilding  in  Texas.  He  remained 
with  this  road  some  twelve  years.  By  his  economical  management  and  wise 
forethought  he  succeeded  in  making  this  road  one  of  the  best  in  Texas, 
greatly  strengthening  himself  in  the  estimation  of  both  the  stock  and  bond- 


44  Addenda. 

holders.  The  luternatioual  was  at  this  time  of  no  small  importauce,  em- 
bracing in  its  system  seven  hundred  and  eighty-two  miles. 

During  this  long  connection,  these  twelve  years,  Mr.  Hoxie  endeared 
himself  to  the  people  of  progressive  ideas  on  account  of  his  decided  favor 
and  approval  of  every  enterprise  for  the  development  of  the  country  and 
the  advancement  of  the  people.  The  Christian  minister,  the  temperance 
lecturer,  and  the  school-master  were  the  recipients  of  his  favors  and  his 
substantial  support.  "  Put  me  down  in  favor  of  public  schools  and  against 
whisky,"  was  his  pronounced  position. 

When  the  great  Southwestern  system  was  formed  out  of  the  International, 
the  Texas  Pacific,  the  Missouri  Pacific,  the  St.  Louis,  Iron  Mountain, 
Great  Southern,  and  other  roads,  aggregating  some  six  thousand  five 
hundred  miles,  Mr.  Gould  selected  Mr.  Hoxie  as  one  of  the  higher  officials. 
His  successful  management  continuing  through  years,  his  promotion  keep- 
ing apace  all  the  time,  till  at  his  death  we  find  him  Vice-President  and 
General  Manager,  the  sole  executive  of  the  entire  system.  While  his  death 
was  doubtless  occasioned  by  the  arduous  labor  growing  out  of  the  intricate, 
the  delicate  problems  of  the  great  strike,  1886,  on  the  system,  the  seeds  of 
disease  were  sown  long  before  this.  His  physical  frame  was  never  strong 
enough  to  fully  meet  the  demands  of  his  brain-power. 

His  greatest  service  to  his 

COMPANY,  THE    RAILROADS,    AND    THE    COUNTRY 

was  perfoi-med  in  his  exercise  of  a  clear  conception  of  right,  and  an  inflexi- 
ble adherence  to  this  conception,  his  fairness  and  uniform  courtesy  to 
those  opposing  him.  He  was  not  unwilling  to  change,  even  to  yield;  his 
was  not  a  stubborn,  stolid  obstinacy,  it  was  a  consistent  firmness,  based  upon 
that  highest  of  intellectual  powers,  an  unerring  perception  of  the  truth, 
however  surrounded  and  complicated  Avith  the  environments  of  policy. 
These  mental  convictions  were  sustained  by  a  necessary^  an  equal  moral 
courage.  In  short,  the  life  of  Mr,  Hoxie  can  be  summed  up  in  these  three 
words — -firmness,  fairness,  faithfulness. 

The  sti'ike  on  the  Southwestern  system  settled  two  great  questions : 
First,  the  right  of  employers,  the  owners  of  property,  whether  corpor- 
ate or  individual,  to  manage  it  in  their  own  way  under  the  laws. 


Addenda.  45 

Second,  it  settled  also  as  divine  a  right  as  sacred  a  duty,  that  of  cin- 
ployes  to  demand  for  their  labor  the  greatest  compensation  ;  this  not  granted, 
to  stop  Avork  or  continue  as  preferred. 

In  this  contest  there  was  a  strange  inconsistency  upon  the  part  (if  the  em- 
ployes, a  discrimination  in  their  own  actions :  If  it  were  right  to  derail,  to 
stop  freight  trains,  why  not  right  to  stop,  to  destroy  passenger  and  mail 
trains  too? 

Harmony  restored,  Mr.  Hoxie  sought  to  regain  his  shattered  healtii  by 
travel  and  by  the  aid  of  the  best  surgical  skill  in  our  country,  but  without 
restoration.  Still,  in  his  sick-chamber  his  mind  went  back  to  the  faithful  in 
his  employment.  One  of  his  last  inquiries,  perhaps  the  very  last,  awav  in 
New  York  City,  he  telegraphed  his  Chief  Superintendent  in  that  depart- 
ment: "What  has  become  of  the  boy-operator,  E.  H.  Sladek,  that  saved 
bridge  Thirty-seven  on  the  night  of  the  14th  of  February,  1885?"  The 
answer  was  sent:  "  He  is  occupying  an  humble  position  as  night  operator." 
Mr.  Hoxie  directed  his  promotion  at  once,  he  was  sent  to  Sedalia,  and 
occupies  a  lucrative  position  in  the  Superintendent's  office.  What  a  cdu- 
trast!  Napoleon  on  the  lonely  island  of  his  last  banishment,  that  storm  v 
night  on  Avhich  his  spirit  left  his  doubly  exiled  body,  kept  muttering : 
"  Tete  de  l'Armee,"  Head  of  the  Army.  Mr.  Hoxie,  forgetful  of  himself, 
inquires :  What  has  become  of  the  boy  that  saved  the  burning  bridge  ? 

But  let  those  speak  who  were  nearer,  more  competent  to  judge,  and 
abler  to  express  the  appreciation  of  his  associates  and  their  estimate  of  him  : 

"  Whereas,  we  have  to  day  received  the  sad  news  of  the  death  of  II.  M.  Iloxic,  first 
Vice-President  of  the  Company  ; 

'' Whereas,  we  have  been  associated  with  Mr.  Hoxie  nsemphiyes  during  the  pastfi^e 
years,  in  which  he  has  been  connected  with  the  management  of  the  Missouri  Pacific 
system  as  General  Manager,  third  Vice-President,  and  first  Vice-President,  some  of  us 
having  held  positions  in  connection  with  his  management  of  railways  for  a  still  longer 
period,  and 

"Whereas,  the  successful  results  which  have  attended  his  management  of  railway 
affairs  are  a  source  of  gratification  and  pride  to  all  who  have  worked  in  harmonious 
relations  with  him  in  carrying  out  the  policy  which  he  adopted,  and 

"Whereas,  the  uniform  courtesy  and  kindness  of  Mr.  Hoxie  toward  all  employes 
with  whom  he  came  into  personal  'relations,  and  the  interest  and  appreciation  shown 
by  him  in  the  work  and  welfare  of  all,  whether  personally  known  to  him  or  not,  have 


46  Addenda. 

established  between  himself  and  those  connected  with  his  management  the  relationship 
of  friends  as  well  as  co-laborers,  therefore, 

"Resolved,  That  in  the  death  of  H.  M.  Hoxic,  first  Vice-President,  this  Company  has 
lost  an  executive  whose  ability,  judgment,  and  strength  of  purpose  have  been  of  great 
and  lasting  benefit  not  only  to  this  system  of  railways  but  to  the  railway  interest  of  the 
entire  country.  The  employes  have  lost  a  leader  whose  methods  have  tended  to  en- 
large the  dignity  of  the  business  in  which  we  are  engaged,  and  whose  example  has 
been  an  incentive  to  the  attainment  of  the  highest  rewards  of  our  profession  through 
diligence,  fidelity,  and  labor.  We  have  lost  a  friend  whose  personal  qualities  endeared 
him  to  all  who  were  brought  into  relations  with  him,  and  bound  all  who  were  within 
the  circle  of  his  official  authority  by  ties  of  admiration  and  respect. 

"Resolved,  That  the  signatures  of  all  who  are  present  be  attached  to  these  resolu- 
tions, and  that  the  original  be  forwarded  to  Mrs.  Hoxie  as  a  memorial." 

These  resolutions  were  signed  by  the  officers  and  employes  of  the  Mis- 
souri Pacific  system. 

George  Noble 

Was  born  in  Franklin  County,  Pennsylvania,  1830.  While  yet  a  boy  he 
embarked  in  the  railroad  business,  commencing  like  all  beginners  at  the  bot- 
tom round  of  the  ladder  in  a  subordinate  position  on  the  Pennsylvania  Rail- 
road. He  remained  with  this  road  until  1862  or  1863,  when  he  severed  his 
connection  with  it  and  went  West  to  look  after  the  mining  interests  of  his 
uncle,  Col.  Thomas  A.  Scott,  in  California  and  Arizona.  He  returned  from 
the  West  in  1866,  and  was  appointed  Superintendent  of  the  eastern  division 
of  the  Kansas  Pacific  Railroad.  He  served  in  this  capacity  until  March  1, 
1874,  when  he  resigned  to  accept  the  general  superintendency  of  the  Texas 
&  Pacific  Railroad,  which  office  he  held  until  May,  1881.  Col.  Thos.  A.  Scott 
(1872)  came  into  the  possession  of  the  Texas  &  Pacific  Railroad,  formed  out  of 
three  distinct  corporations,  all  together  controlling  only  forty-four  miles  of 
road-bed.  Thirteen  miles  were  added  before  Col.  Noble  took  charge  (1874). 
Under  his  administration  the  line  had  reached.  May,  1880,  four  hundred 
and  forty-four  miles ;  May,  1881,  eight  hundred  miles  with  contracts  per- 
fected for  the  completion  of  the  lines  from  New  Orleans  to  El  Paso  ;  or  in 
the  aggregate,  in  January,  1882,  arrangements  had  been  made  for  the 
completion  of  the  whole,  one  thousand  four  hundred  and  eighty-seven  miles, 
virtually  (via  Southern  Pacific)  connecting  the  waters  of  the  two  oceans. 


Addauia.  47 

Col.  Scott's  health  failing  rapidly,  he  sold  his  iiitorcst  in  the  Tcxa-s  A 
Pacific  to  Mr.  Gould. 

With  "the  great  projector"  of  the  system  gone,  Col.  Nol)le  tendered  his 
resignation,  retired  with  his  uncle.  His  connection  with  the  road  began  at 
a  most  inauspicious  time.  It  was  virtually  without  road-bed,  without  roll- 
'ing  stock,  and  paralyzed  with  an  accumulated  debt,  without  credit,  and 
without  friends. 

At  the  close  of  the  seventh  year  he  left  it  the  longest  line  in  the  State. 

Details  are  out  of  place  here,  but  when  it  is  estimated  that  it  re(|uire.s  of 
material,  twelve  thousand  cars,  equal  to  one  hundred  and  twenty  tliousand 
tons  for  each  one  hundred  miles,  equivalent  to  twelve  million  tons  hauled 
one  mile,  some  conception  of  the  extra  work  done  by  the  road  can  be  gained, 
and  all  in  addition  to  a  heavy  commercial  traffic  beside.-;.  All  thi.-;  e.Ktra 
transportation  had  to  be  provided  for  by  the  General  Superintendent 
through  his  subordinates. 

What  a  grand  peace  army  ! 

Still  all  were  not  sunshiny  days.  Col.  Noble  had  in  that  great  army 
discordant,  discontented  men.  When  the  strike  of  1877  swept  over  the 
whole  country,  the  Texas  &  Pacific,  with  other  roads  in  the  State,  suffered 
its  full  share  of  loss  of  property  and  traffic. 

An  incident  occurring  then  must  not  be  omitted.  Col.  Noble  wa.s  absent, 
returning  on  Saturday  night.  Sunday  morning  he  was  met  by  a  committee 
of  the  men  making  certain  demands.  His  reply,  so  characteristic  of  him, 
was:  "No,  gentlemen,  I  will  not  give  you  au  answer  on  the  Sabbath  day. 
I  do  not  engage  to  transact  any  business  on  that  day,  l)ut  if  you  will  wait 
until  to-morrow  morning  (Monday)  I  will  give  you  a  reply."  Tlie  excited 
crowd  withdrew.  He  went  to  church  as  usual.  jMouday  he  gave  his  answer, 
and  men,  who  the  previous  day  were  frenzied  with  their  imaginary  wrongs, 
throwing  their  hats  into  the  air,  hurrahed  for  George  Noble. 

It  was  a  fixed  habit  of  the  Colonel  never  to  go  to  his  office  on  Sunday, 
never  to  transact  any  business  on  this  day.  In  the  morning  he  attended 
Sabbath-school,  and  at  11  o'clock  he  was  in  his  accustomed  seat  listening  to 
his  pastor  as  he  dispensed  the  light  and  truth  of  the  Go.s})ol. 

For  nearly  five  years  after  his  resignation  he  engaged  in  private  business, 
having  large  interests  in  both  mining  and  cattle. 


48  Addenda. 

The  Texas  &  Pacific  going  into  the  hands  of  receivers,  January,  1886, 
Governor  John  C.  Brown  called  again  to  his  aid  his  tried  friend,  believing 
that  the  builder  was  the  best  rebuilder,  and  hence  we  find  the  Colonel  put  as 
ao-ent  of  the  receivers,  and  soon  as  General  Manager  of  the  Texas  & 
Pacific,  with  headquarters  at  Dallas.  The  work  of  rebuilding  had  hardly 
begun  before  upon  them  was  the  "the  strike,"  which,  although  originating 
upon  the  Texas  &  Pacific,  was  soon  transferred  to  the  Missouri  Pacific,  or 
Southwestern  svstem.  The  Texas  &  Pacific,  being  in  the  hands  of  the 
United  States  Court,  received  the  prompt  and  efficient  protection  of  the 
Government,  and  the  interference  was  of  short  duration. 

Still,  Avhile  the  whole  people  were  excited  over  the  ti'oubles,  railroad 
managers  and  employes  alike,  Col.  Noble  stood  in  the  storm  with  all  his 
senses  about  him,  firm,  unembarrassed — looked  upon  as  a  reliable  friend  by 
the  employes,  and  known  to  be  faithful  by  the  employers.  His  address,  his 
work,  his  uniform  good  temper  did  much  toward  bringing  about  harmony. 
Like  Neptune  of  the  seas,  his  very  presence  calmed  the  tumultuous  crowd, 
and  dispelled  the  angry  passions  of  the  excited  multitude. 

His  loss  to  the  people  among  whom  he  lived,  and  for  whom  he  worked, 
can  not  be  estimated,  and  there  will  not  be  an  employe  on  the  raih'oad  of 
which  he  was  one  of  the  heads,  who  will  not  feel  that  a  friend  truly  is  gone. 

Visiting  his  office  a  few  days  since,  the  draped  walls,  the  vacant  chair, 
all,  all  too  truthfully  forced  upon  me  the  realization,  and  involuntarily  I 

repeated  : 

'■  But,  O,  for  the  touch  of  a  vanished  hand 
And  the  sound  of  a  voice  that  is  still !  " 

But  let  the  man  of  God,  one  of  his  spiritual  advisers,  add  his  tribute : 

"It  was  my  privilege  to  have  known  our  deceased  brother  for  many  years.  To 
know  him  was  to  love  him.  His  friendship  honored  those  who  were  allowed  to  share 
it.  He  was  a  brave  defender  of  good  government,  yet  always  with  respectful  regard 
for  the  rights  of  others.  To  his  superiors  in  office  he  was  loyal  and  true,  to  his  equals 
generous  and  courteous,  to  his  subordinates  considerate  and  kind.  While  a  master  of 
minute  detail  in  matters  of  business,  he  grasped  with  the  mind  of  a  statesman  meas- 
ures of  wide  policy.  He  was  the  friend  of  Texas.  He  loved  her  climate ;  he  loved 
her  soil.  He  was  among  the  first  to  perceive  her  grand  possibilities  and  to  execute 
measures  by  which  their  realization  became  practicable.  His  mind  was  early  aware  of 
her  vast  latent  resources,  and  his  best  years  were  given  to  perfecting  agencies  for  their 


Addenda.  49 

development.  But  wliy  speak  of  these  tilings  with  my  stanimcring  tongue?  The 
growing  towns  from  Texarkana  to  El  Paso,  owing  their  prosperity  largely  to  his 
genius,  weave  the  chaplet  of  laurel  we  lay  upon  his  brow.  Tlie  happy  families  all 
along  the  line,  helped  to  comfort  by  his  toil,  place  their  sprig  of  evergreen  within  his 
sepulcher.  The  laborers,  who  loved  to  serve  beneath  his  gentle  hand,  gem  with  tears 
the  floral  honors  on  his  bier.  This  is  the  homage  which  virtue  alone  can  attain,  and 
is  rendered  only  to  the  good.  He  is  not  dead  but  sleepeth;  not  lost  to  us,  but  gone 
before.  He  filled  out  the  rounded  requirements  of  God"s  law.  •  What  dotii  the  Lord 
require  of  thee  but  to  do  justly,  and  to  love  mercy,  and  to  walk  humbly  with  thy 
God?'  No  man  ever  accused  him  of  an  injustice  to  the  value  of  a  hair;  none  was 
ever  weak  who  did  not  experience  his  mercy ;  no  glance  of  pride  ever  burned  in  his 
eye.  Such  men  are  rare  in  any  age.  It  is  the  glory  of  ours  to  liave  produced  this 
one,  and  we  lay  him  down  to  rest  with  the  best  homage  of  our  grateful  but  afflicted 
hearts,  a  recognition  of  his  worth. 

"Eest  in  peace,  and  let  eternal  light  shine  upon  thee,  and  the  glory  of  the  everlast- 
ing day  gather  round  about  thee :  Thy  example  is  our  incentive  to  noble  deeds,  thy 
memory  our  benediction." 

G.  J.   FOREACRE 

Was  born  at  Rainsborough,  Ohio,  February  19,  1828.  Early  in  the  "  fifties  " 
he  removed  from  Ohio  to  AtUinta,  Georgia,  beginning  work  with  the  stage 
line  between  that  city  and  Montgomery,  Alabama.  He  remained  with  the 
stage  line  a  short  time  only,  and  then  accepted  a  position  as  section  boss  on 
the  Central  Railroad.  This  he  filled  with  credit  to  himself,  and  witli  such 
satisfaction  to  the  company  that  in  a  short  time  he  was  appointed  conductor. 

The  appointment  was  quickly  followed  by  an  order  from  the  manager 
promoting  him  to  the  Atlanta  agency. 

While  serving  in  this  capacity  he  manifested  that  peculiar  tact,  a  knowl- 
edge of  men  and  business,  the  ability  to  manage,  to  direct,  which  made  him 
sought  by  many  roads.  As  agent  of  the  road  he  was  upon  the  eve  of  being 
again  promoted  when  the  war  broke  out.  Although  an  Ohio  man,  he  had 
lived  long  enough  in  Georgia  to  become  thoroughly  identified  witii  her 
interests,  and  when  the  time  for  action  came  he  enlisted  and  went  to  the 
front. 

In  1861  he  left  Atlanta  as  Captain  of  company  B  of  the  famous  Seventh 
Georgia  regiment,  and  throughout  the  sanguinary  contest  was  unwavering 
in  his  fidelity  to  the  Southern  cause.     He  was  a  gallant  soldier,  and  was 

4 


50  Addenda. 

wounded  severely  in  the  first  battle  of  Manassas.  His  illness,  consequent 
upon  this  wound,  was  painful  and  protracted,  and  at  times  his  life  was 
despaired  of  by  his  friends.  When  but  partially  restored  to  health  he 
resumed  his  place  in  the  army  and  was  subsequently  promoted  to  the 
colonelcy.  The  war  ended,  he  wisely  accepted  the  situation  and  went 
bravely  to  work  to  repair  his  broken  fortunes. 

Although  Atlanta  was  in  ashes  he  believed  she  would  become  a  thriving, 
busy  city,  that  she  was  not  only  the  "  Gate  City,"  but  the  railroad  center  of 
the  Southeast. 

The  wound  received  at  Manassas  Avas  still  annoying  him  to  such  an 
extent  that  his  activity  was  greatly  impaired.  He  purchased  a  farm  near 
Atlanta  and  started  the  successful  Sugar  Creek  Paper  Mills. 

Here,  while  his  health  was  recovering,  he  declined  several  fine  railroad 
positions,  but  after  growing  strong  and  sufliciently  restored,  as  he  thought, 
he  accepted  a  place  with  the  Central  Railroad  again,  as  General  Agent. 

During  this  time  the  Montgomery  &  West  Point  Railroad,  then  a  long 
line  of  some  two  hundred  miles  with  its  branches,  was  in  such  a  condition 
that  it  must  be  either  repaired  or  abandoned.  Mr.  Charles  T.  Pollard,  its 
president,  applied  to  Mr.  Wadley,  of  the  Central,  to  let  his  company  have 
Col.  Foreacre  for  this  important  and  expensive  work,  requiring  the  rarest 
combination  of  economic,  executive,  and  administrative  ability.  Mr. 
Wadley  consented,  and  Col.  Foreacre  from  June,  1870,  to  April,  1872,  ad- 
dressed himself  to  this  difficult  task. 

When  he  took  charge,  the  fact  that  a  train  arrived  on  time  was  the 
agreeable  surprise — not  to  come  at  all  was  the  rule. 

Col.  Foreacre  was  a  man  of  magnificent  physique,  of  splendid  personal 
appearance,  of  frank  and  easy  address.  He  possessed  a  high  practical 
knowlege  of  the  work  he  was  about  to  undertake.  Once  a  poor  employe,  he 
had  the  liveliest  interest  in  the  employes,  and  soon  became  acquainted  with 
every  man  on  the  road. 

Before  a  train  would  leave  the  depot  he  would  personally  interview  the  en- 
gineer, examine  the  engine,  see  for  himself  that  every  thing  was  '*  all  right," 
then  with  an  approving  smile  he  would  say,  "  Jack,  try  to  get  over  to-day." 

The  result  was  the  train  steamed  out  with  every  body  in  a  good  humor, 
and  a  determination  to  look  out  for  and  avoid  running  recklessly  over  the 


I 


Addenda.  51 

bad  places.  Within  less  than  three  years  this  road  (now  the  Western  Rail- 
road of  Alabama)  was  the  best  equipped  and  made  the  quickest  time  and 
surest  connections  of  any  in  the  State  or  in  the  South. 

Here  Col.  Foreacre  showed  his  economic  management  in  Icntrthening  the 
runs.  He  saw  the  same  cars  over  the  same  gauge  roads  could  be  advan- 
tageously handled  by  the  same  train  hands  and  with  more  comfort  to  the 
passengers.  Hence  the  trip  from  Atlanta  to  Montgomery  (heretofore  two 
separate  managements  with  two  separate  crews)  could  be  run  as  one  solid 
through  train.  This  was  done,  and  with  such  success  that  soon  after  leaving 
the  "Western"  he  secured,  by  his  personal  influence,  a  through  sleeping- 
car  line  from  the  North  to  the  South,  inaugurating  the  line  from  Washing- 
ton to  New  Orleans  via  the  Kenesaw  route.  This  was  really  the  jiioneer 
line,  using  a  car-hoist  to  overcome  the  broken  gauge  at  Lynchburg,  Vir- 
ginia. It  was  also  at  his  suggestion  that  the  first  sleeping-car  line  from 
Boston  to  Florida  was  established.  And  to  this  arrangement  to-day  Florida 
owes  her  popularity  as  a  winter  resort  for  invalids. 

It  was  during  his  connection  with  the  "Western"  that  his  interest  in 
schools  and  colleges  became  known  to  the  writer.  The  Agricultural  and 
Mechanical  College  of  the  State  was  to  be  located  by  the  legislature,  and, 
with  four  other  towns  and  cities  competing,  Auburn  was  an  applicant.  His 
idea  was  that  the  college  would  be  a  source  of  revenue  as  well  as  an  orna- 
ment to  his  road.  Its  location  at  Auburn  ha.s  verified  his  anticipation.  It 
is  one  of  the  most  popular  and  flourishing  institutions  in  the  State.  Educa- 
tional gatherings  all  along  his  lines  received  his  pereonal  recognition  and  his 
strong  support. 

From  the  "  Western"  he  returned  to  the  "Central"  and  was  Superin- 
tendent of  the  Atlanta  Division.  From  April,  1875,  to  March,  1877,  he 
was  General  Manager  of  the  Washington  City,  Virginia  Midland  & 
Great  Southern  Railroad  ;  while,  returning  to  his  home,  from  March,  1877, 
to  April,  1881,  he  was  General  Manager  of  the  Atlanta  &  Charlotte  Air 
Line  Road.  During  his  connection  witli  this  road  he  projected  many 
smaller  lines,  becoming  Superintendent  of  the  Georgia  Pacific. 

He  entered  the  service  of  the  Baltimore  &  Ohio  Knihoad,  January  1, 
1884,  as  the  General  Superintendent  of  the  Trans-Ohio  Division,  with  head- 
quarters at  Newark,  Ohio.     This  position  he  held  till  his  death. 


52  Addenda. 

The  Virginia  Midland  was  really  a  Baltimore  &  Ohio  line,  and  his  return 
to  this  company  was  a  reciprocal  gratification. 

Here,  besides  having  a  larger  sphere,  he  had  a  company  that  was  stable 
in  its  management,  progressive  enough,  conservative  enough,  appreciating 
and  rewarding  diligent  and  faithful  officials. 

Col.  Foreacre  possessed  those  great  prime  requisites  of  all  successful 
managers.  He  was  a  man  of  marked  intellectual  vigor,  conscientious  in  the 
discharge  of  every  duty,  inflexible  in  his  adherence  to  the  right,  unswerving 
in  his  support  of  order  and  good  government.  He  had  a  heart  of  womanly 
tenderness,  dispensing  on  all  occasions  with  an  open  hand  to  the  calls  of 
deserving  charity.  With  a  most  happy  temper  and  pleasant  deportment  he 
won  his  way  without  eflTort  into  the  respect  and  love  of  every  one  whom  he  met. 

He  loved  Atlanta.  It  was  the  home  of  his  adoption.  The  field  of  his 
greatest  efforts  and  most  successful  triumphs.  The  graves  of  his  children 
were  thei'e,  and  naturally  he  desired  that  his  last  resting  place  should  be 
there.  Loving  and  devoted  friends  saw  that  his  wish  should  be  carried  out. 
His  was  one  of  the  largest,  if  not  the  very  largest  funeral  procession  ever 
witnessed  in  that  city.  Citizens  of  high  and  low  degree,  senators,  governors, 
all  Avere  present  to  show  their  appreciation  of  the  life  and  their  profound 
sorrow  at  the  death  of  G.  J.  Foreacre. 

Fit  inscription  for  his  tomb  would  be  : 

"  Mark  the  perfect  man  and  behold  the  upright ;  for  the  end  of  that  man  is  peace." 

Conclusion. 

H.  M.  Hoxie,  George  Noble,  G.  J.  Foreacre  were  alike  poor  boys,  in- 
dustrious youths,  good  citizens.  Christian  gentlemen  (consistent  members 
respectively  of  the  Episcopal,  Presbyterian  and  Methodist  Church).  They 
alike  so  directed  circumstances  as  to  become  honored,  because  most  useful 
to  their  country  in  their  day  and  generation. 

Young  man,  in  their  lives  you  have  the  key  of  your  own  success ! 


I 


J 


Courtesy  of 

The  Burlington  Koute 


"From  Hell  Gate  to  Gold  Gate 
And  the  Sabbath  unbroken, 
A  sweep  continental 

And  the  Saxon  yet  spoken." 

Whether  on  the  trail  of  "  '49,"  or  on  the  rail  of  "  '69,"  or  by  the  tedious 
voyage  around  "the  Horn,"  our  mother  tongue  has  had  iiuich  to  do  in  the 
occupation  of  this  continent. 

There  left  Boston,  Friday  (4:30  p.  m.),  July  6,  1888,  under  Mr.  Charles 
A.  Brown,  of  the  Chicago,  Milwaukee  &  St.  Paul  Railway,  as  manager  for 
the  New  England  States,  a  train  consisting  of  eight  Pullmans  and  a  bag- 
gage car  for  San  Francisco.  This  train  did  not  travel  as  fast  as  the  one 
(centennial  year)  making  the  time  between  New  York  and  San  Francisco, 
3,317  miles,  in  83  hours  and  23  minutes,  three  days  and  a  half  (3.47)  or 
forty  miles  an  hour,  but,  stopping  at  many  points  of  interest,  spending  whole 
days  in  cities,  reached  San  Francisco  Tuesday,  July  16th  (4:30  r.  M.),  with 
231  passengers,  all  delighted  with  the  safety,  comfort,  and  pleasure  of  the  trip. 

(53) 


54 


Addenda. 


There  were  trains  from  the  Lakes,  trains  from  the  Gulf,  trains  from  the 
Prairies,  trains  from  all  points  of  the  educational  compass,  until  there  were 
gathered  and  housed  ivithiii  the  Golden  Gate  twenty  thoumnd  souls. 

Not  all  of  these  were  teachers  —  they  were  all  learners,  however,  and 
carried  home  with  them  lessons  of  wisdom  more  precious  than  the  gold  of 
Ophir,  more  enduring  than  the  riches  of  "  the  silver  satrap  of  the  Sierras." 

One  agency,  a  great  factor  in  the  success  of  this  meeting,  was  the  Palace 
Car.  Travel  by  night  as  well  as  by  day,  economy  of  time,  made  the  sleep- 
ing car  a  necessity,  and  the  inventive  genius  of  man  was  not  long  in  solving 
the  question. 


Without  entering  into  a  discussion  —  leaving  out  all  controversy  —  it 
seems  that  Mr.  Woodruff  was  the  first  to  conceive  and  to  carry  out  practically 
his  idea  of  a  sleeping  car.  It  is  not  denied  that  both  Mr.  Wagner  and  Mr. 
Pullman  profited  by  Mr.  Woodruff's  invention;  and  while,  doubtless,  the 
very  first  attempt  to  furnish  the  railway  traveller  a  place  to  sleep  was  upon 
the  Cumberland  Valley  Railroad  of  Pennsylvania,  Mr.  George  M.  Pullman 
early  comprehended  the  real  magnitude  of  the  problem,  and  set  about  its 
solution. 

In  1864  he  perfected  plans  for  what  was  to  be  a  radical  change  even  in 
sleeping  cars.  He  built  at  a  cost  then  thought  to  be  a  fabulous  sum  for  the 
purpose,  $18,000,  the  "Pioneer." 


Addenda. 


55 


This  car  being  wider  aud  higher  than  auy  heretofore  in  use,  rocinircd 
changes  on  the  part  of  the  raih-oacts  in  their  bridges  and  culvert.^.  Thi.><  wa.-^ 
cheerfully  done  by  the  road?  ;  the  travelling  public  now  demanded  thi.s  .sleeper. 

In  1867  the  Pullman  Car  Company  was  organized.  About  the  same  time 
the  Wagner  Company  came  into  the  field,  furnishing  sleepers  for  the 
Vanderbilt  and  connecting  lines. 

Sleepers  l)y  night,  luxurious  couclies,  suggested  spacious  drawing-rooms 
for  day  travel,  and  the  Parlor  Car  is  furnished.  And  now  Hotel  Cars 
are  needed,  and  the  Pullman  Company  introduced  the  first,  aptly  nam('(l  tlie 
"President."  Tliis  car  was  put  into  service  on  the  Great  AVestern  Kail- 
Avay  of  Canada,  1867. 

The  Hotel  Car  was  rather  cramped.  The  tables,  portable,  had  to  l)e  ar- 
ranged between  the  seats  ;  hence  the  Dining  Car  "  Delmoniccj "  makes  its  ap- 
pearance, 1868. 

But  to  reach  this  car,  j^assengers  —  men,  women,  and  children — had  to 
pass  through  other  cars,  cross  over  platforms  with  more  or  le&s  inconven- 
ience and  positive  danger.  And  now  another  demand.  Not  only  a  "  cov- 
ered way," but  ''guards"  must  be  furnished,  and  a  tunnelled  train — "  vestibu- 
led"  called  —  is  the  latest  product  of  Mr.  Pullman's  fruitful  evolutions. 

The  first  road  running  these  was  the  Penu.sylvania  (1886). 

On  these  trains  carrying  sleeping  cars,  a  dining  car  fitted  out  with  a 
smoking  saloon,  a  library  with  books,  desks,  and  writing  material,  a  bath- 
room and  a  barber  shop,  an  American  citizen  travels  in  as  princely  style  as 
does  the  crowned  head  in  Europe  on  his  "  royal  special  train,"  and  at  figures 
that  should  always  be  pasted  in  the  hats  of  party  politicians,  chronic  di.s- 
turbers  of  the  peace  aud  quiet  of  our  people. 

COMPARATR^E  RAILROAD  AND  PALACE   CAR  R.A.TES. 


Countries. 

First 
Class. 

Second 
Class. 

Third 

Class. 

Routes. 

Distance 
in  Miles. 

Berth 
Fare. 

United  Ivino"dom 

Cents. 
4.42 
3.86 
3.10 
2.18 

Cents. 
3.20 
2.88 
2.32 

.  Cents. 
1.94 
2.08 
1.54 

Paris  to  Rome 

001 

912 

1,374 

1,330 

$12  75 

New  York  to  Cliirago.... 
Calais  to  Brindisi 

5  00 

oo  o^ 

XJnited  Stnte? 

Boston  to  St.  Louis 

6  50 

*The  first-class  passengers  constitute  about  99  per  cent  of  ilie  travel  in  this  country. 


56  Addenda. 

The  policy  inaugurated  under  the  following  action  doubtless  had  much 
to  do  in  the  increased  and  increasing  success  of  the  association  : 

"  Under  the  head  of  resolutions,  the  following  was  oflercd  by  Professor  Alexander 
Hogg,  of  Texas,  and  unanimously  adopted: 

"In  order  to  effect  a  better  and  more  uniform  system  of  special  rates  upon  the 
various  railroads  and  other  methods  of  conveyance,  to  secure,  so  far  as  possible,  some 
definite  concert  of  action  upon  the  part  of  the  authorities  of  the  various  lines  of  trans- 
portation for  the  next  annual  meeting  of  the  association,  therefore,  be  it 

"Resolved,  By  this  association,  that  a  committee  of  seven  be  appointed  by  the 
president,  to  be  known  and  styled  as  "The  Department  of  Transportation." 

"  Resolved,  That  one  of  them  by  appointment  shall  be  the  president  of  the  depart- 
ment, and  that  the  remaining  six  shall  act  as  chairmen  of  the  six  districts  to  be  here- 
after determined,  and  they  shall  have  power  to  appoint  an  assistant  or  assistants  to  aid 
them  in  properly  organizing  and  perfecting  this  department. 

"  The  author  in  presenting  the  resolutions  said :  That  heretofore  there  had  been 
no  proper  understanding  upon  this  subject  of  transportation,  which  was  one  of  the 
most  important  as  well  as  the  most  vital  business  points  of  the  association,  and  that 
this  failure  grew  out  of  the  neglect  on  the  part  of  the  association  to  properly  present 
the  claims  of  the  members,  coming  as  they  do  from  all  parts  and  quarters  of  the 
United  States,  to  what  is  known  as  special  or  excursion  rates;  that  it  was  true  at  first 
sight  there  seemed  to  be  insurmountable  diflUculties  in  the  way,  but  that  it  was  not  so 
at  all;  that  the  great  carrying  community  was  deeply  interested  in  this  educational 
work,  and  that  if  properly  acquainted  with  its  objects,  that  a  system  could  be  per- 
fected; that  instead  of  hundreds  of  teachers  there  would  be  thousands  in  attendance 
on  these  gatherings;  that  the  liberality  of  these  corporations  was  greatly  misunder- 
stood;  that  as  a  general  rule  —  if  there  was  merit,  if  there  was  any  good  reason 
why  they  should  grant  special  rates — they  had  never  failed  to  do  it.  He  hoped  that 
the  plan  proposed  would  meet  with  the  cordial  indorsement  of  the  association ;  and 
that  the  great  carrying  interests  of  our  country  would  be  invited  to  show  their  appre- 
ciation of  and  their  interest  in  the  education  of  the  common  country  as  represented 
by  this,  The  National  Educational  Association." — Proceedings  of  Naiiojial  Educational 
Aswciaiion,  Louisville,  1877. 

The  "  insurmountable  difficulties  in  the  way"  were  studied  just  like  any 
other  problem,  and  while  the  very  best  arrangements  were  not  secured  ' '  for 
the  next  annual  meeting,"  nor  at  the  next,  still  the  transportation  has  been 
the  main  question  in  selecting  the  place  of  meeting,  till  now,  through  the  com- 
binations—traffic associations — not  only  is  one  fare  granted  for  the  round 
trip,  with  side  excursions,  some  for  less  than  a  fare,  but  the  railroads  have 


Addenda.  57 

become  the  financial  agents,  the  collectors  of  the  association  (all  tickets  hav- 
ing a  coupon  for  the  "  plus  two  dollars"  membership  fee). 

This  arrangement  made  the  Madison  meeting  the  first  great  meeting, 
reaching  the  "thousands,"  and  San  Francisco  the  greatest  up  to  dat(>. 

The  railroads  have  shown  their  interest  in  the  education  of  our  comiiion 
country  in  this,  the  finest  and  largest  collection  of  "  systems"  and  "  meth. 
ods,"  in  bringing  together  the  leading  and  controlling  spirits  of  the  three 
hundred  thousand  men  and  women  engaged  in  the  responsible  training  of 
the  twenty  millions  of  children  for  the  highest  duties  known  to  tlic  American 
citizen,  the  casting  of  an  intelligent  ballot. 

Again,  as  late  as  1850  there  was  not  a  mile  of  railroad  west  of  the  Missis- 
sippi. The  "  centennial  year  "  train  could  not  have  made  the  trip  "  3. 47  days  " 
before  1869 — neither  could  the  great  National  Association  have  collected  its 
teachers — nor  could  the  thousands,  millions,  who  now  traverse  the  continent 
Avithout  comprehending  the  time  and  the  distance,  have  done  so,  but  for  the 
undertakings  —  the  accomplishments  of  the  projectors  and  builders  of  the 
Pacific  Railways.  Commercial  interests  had  time  and  again  suggested  these 
great  enterprises,  and  men  then  called  ' '  visionary "  for  the  lack  of  the 
later  coinage,  "crank,"  had  sent  out  reconnoitering  parties — who  made 
preliminary  surveys ;  but  the  necessity  for  so  stupendous  a  Work  was  not 
brought  home  to  the  nation  until  the  Southern  States  attempted  to  s<ecede — 
to  divide  this  Union  l)y  a  geographical,  an  imaginary  line  east  and  west. 
This  action  forced  the  Government  to  lend  its  aid  in  constructing  a  real  line — 
two  lines  of  steel  rail  from  the  Missouri  to  the  Pacific — thus  uniting  by  Art 
what  long  since  had  been  decreed  by  Nature — the  perpetuity  of  this  Republic. 

A  faithful  description  of  the  work  is  beyond  the  .«cope  and  purpose  of 
this  humble  contribution. 

To  determine  the  location  alone  of  a  route  for  the  Union  Pacific,  15,000 
miles  of  instrumental  and  preliminary  lines  were  run  ;  25,000  miles  of  rc- 
connoisances  were  travelled.  The  engineers  of  the  Central  Pacific  had  to  do 
the  same  thing,  and  in  the  face  of  the  same  difficulties,  both  ])arties  in  sight 
of  the  native  tribes,  less  hospitable  than  the  deserts  and  mountains. 

But  the  preliminaries  completed,  the  work  of  construction  begins,  and 
for  five  years,  under  the  leadership  of  Gen.  G.  M.  Dodge  and  Charles 
Crocker  respectively,  armies  of  men,  roll-calls  of  thousands,  Teuton,  Celt, 


58 


Addenda. 


and  Celestial  (the  latter  the  most  willing  worker),  with  shovels  and  pick- 
axes, the  implements  of  peace  and  progress,  are  marching  west  and  east 
over  boundless  plains,  through  waterless  deserts,  and  up  the  rugged  moun- 
tain with  its  whelming  snow-drifts. 

But  these  giants,  instead  of  piling   Pelion    upon   Ossa  so   as  to   scale 
Olympus,  by  a  system  of  loops  and  tunnels  made  step-ladders  of   the  lesser 

peaks,  not  to  ascend  to  heaven,  but 
to  place  among  the  heavens  a  smooth, 
path,  "a  plain  way"  for  all  tongues 
and  all  nations,  and  that.  too.  for  all 
coming  centuries. 

A  loop  is  a  happy  device  of  engi- 
neei'ing  to  go  through  a  mountain  by 
•going  around  it — a  tunnel,  to  go  over  a 
mountain  by  going  through  it. 

"  The  end  draweth  nigh,"  and  vic- 
tory complete  over  nature's  barriers  is 
proclaimed  upon  the  morning  of  the 
9th  of  May,  1869,  when  near  the  head 
of  the  great  Salt  Lake  they  lay  down, 
the  last  tie  of  polished  laurel  bound 
with  silver  bands.  Nevada  sends  a 
silver  spike,  California  sends  two  of 
gold,  while  Arizona,  more  practical 
than  either,  sends  three — one  of  silver, 
one  of  gold,  and  one  of  iron. 

"The  silver  sledge  gleams  in  the 
air,  and  the  blow  that  follows  is  heard 
farther  than  any  other  blow  ever  struck  by  mortal  man,  and  all  over  the 
continent  the  ringing  of  bells  and  booming  of  cannon  sinuiltaneously  an- 
nounce the  tidings  of  the  feat."*  Instinctively  the  locomotives  salute  each 
other,  touch  pilots,  and  with  a  hearty  hurrah — a  shrill  whistle — add  their  con- 
gratulatious  ui)on  the  consummation  of  this  union,  this  wedlock  of  the  oceans. 

*'Tlie  last  spike  and  the  lianimer  that  drives  it  are  in  electric  communication  with 
nearly  all  the  fire  alarms  in  the  eouiitry. 


Addenda. 


59 


The  costs  of  these  two  enterprises  respectively,  the  Union  rtuilic  about 
$39,000,000,  and  the  Central  Pacific  about  $140,000,000,  but  in  the  two 
years,  1872  and  1873,  there  were  saved  to  the  Government  alone  in  the 
transportation  of  postal  and  war  nuiterials,  $3,789,788,  or  over  twenty  per 
cent  upon  first  cost. 

The  builders  of  this  highway,  elated  by  continued  success,  flushed  with 
recent  victory,  soon  again  are  found  approaching  each  other  froni  "  the 
West"  and  "  the  East,"  and  the  Southern  Pacific  and  the  Texas  Pacific, 
under  respectively  the  same  leaders,  with  the  same  associates,  meet  a  second 
time,  1882,  at  Sierra  Blaxca,  and  another  transcontinental  railway  is 
furnished  "  on  or  near  the  32°  parallel  of  latitude." 

Upon  the  Southern  Pacific 
the  engineering  and  building, 
too,  if  j^ossible,  were  even 
more  difiicult  than  upon 
either  the  Union  or  Central 
Pacific.  The  cut  of  the  Ti 
hachapi  Love  Knot  is  heit 
inserted  for  those  teachers 
who  are  still  in  the  Kinder- 
garten. It  is  a  fine  object  lesson. 
A  description  as  given  by  a 
great  teacher  is  added  : 

"  Now  we  look  down  upon  four  tracks  we  have  come,  and  now  we  lo(»k 
up  upon  three  tracks  we  are  going,  that  are  forever  crossing  themselves  like 
a  confused  Avituess."  .  .  .  "The  double-stranded  thread  on  which  these 
heights  are  strung,  called  the  Loop,  is  three  thousand  seven  hundred  and 
ninety -five  feet  long,  a  great  double-bow'  knot  of  steel." 

New  Roads. — In  our  country  railroad  building  (1888)  has  not  kept 
pace  with  previous  years;  not  so  much  as  in  1887,  but  is  even  more  active  in 
foreign  countries. 

It  is  announced  that  "The  Tientsin  Railway,  the  first  practical  rail- 
way in  China,  which  was  formally  opened  in  October,  1888,  is  eighty-one 
miles  long.     This  road  extends  from  Tientsin  to  Tonsham." 

It  is  but  fair  to  believe  that  this  railway  work  is  the  dawn  of  a  new 


60  Addenda. 

civilization  withiu  the  heretofore  closed  Avails  of  this  mighty  empire.  The 
returning  Celestial  may  have  had  something  to  do  with  it. 

South  America  perhaps,  in  Peru  and  Bolivia,  is  prosecuting  the  most 
stupendous  railway  enterprises  of  this  era. 

It  is  gratifying  to  note  that  the  suggestion  found  on  page  19  of  this  ad- 
dress is  now  fulfilling ;  roads  are  building,  up  into  Alaska,  and  from  the 
west  through  Siberia,  the  object  is  said  to  be  a  connection  by  steamer  cross- 
ing Behring's  Strait,  shortening  the  passage  to  the  East  by  traveling  west. 

Railroading  Above  the  Arctic  Circle. — "An  important  engineer- 
ing enterprise,  now  in  progress,  is  a  railroad  to  the  Arctic  Circle.  The 
vSwedish  and  Norwegian  railroad  now  building  from  Lulea,  on  the  Gulf  of 
Bothnia,  toLuffoden,  on  the  North  Sea,  is  partly  situated  within  the  Arctic 
Circle,  and  is  some  1,200  miles  farther  north  than  any  railroad  in  Canada." 

Since  the  railroad  is  the  only  invading  army  that  never  breaks  its  line  of 
communication,  never  "changes  its  base,"  why  not  attempt,  not  to  reach  the 
North  Pole,  but  the  "open  polar  sea,"  by  building  a  railway  to  it.  Such 
"an  expedition"  not  able  to  go  forward,  could  at  least  retreat. 

Safety  Appliances. — Great  progress  has  been  made  in  the  past  two 
years  in  safety  appliances.  The  deadly  coal  stove  has  been  superseded — 
not  on  all  trains,  but  a  beginning ;  a  successful  test  has  been  made  of  steam 
heating.  The  first  road  to  adopt  steam  heat  was  the  Elevated,  in  New 
York ;  the  next,  the  Boston  &  Albany. 

An  official  of  the  latter  gives  the  following  :  ' '  We  equipped  two  trains 
in  the  fall  of  1886,  and  ran  them  through  that  winter.  In  the  spring  of 
1887  the  contract  was  made  with  the  Martin  Steam  Heating  Company  to 
equip  all  our  trains  as  fast  as  possible.  In  the  fall  of  1887  our  New  York 
train  was  equipped  with  steam  heat,  and  now  most  of  our  passenger  trains 
are  so  equipped." 

The  same  oflftcial  adds:  "The  electric  light  for  trains  was  first  tried  by 
the  Pennsylvania  Railroad  in  1884  on  a  few  drawing-room  cars  only.  The 
iirst  entire  train  to  be  lighted  by  electricity  in  America  (and  q^  far  as  known 
in  the  world)  ran  from  Boston  to  New  York,  over  the  Boston  &  Albany 
(Springfield  Line),  March  30,  1887.  This  train  has  been  running  continu- 
ously since." 

This  litrht  bids  fair  to  become  universal. 


Addenda.  61 

In  this  advance  heat  and  light  have  travelled  t(jgether,  the  result  of 
their  merciful  mission,  has  been  greater  security  to  the  life  and  comfort  of 
the  passengers.  Meantime,  the  safety  of  the  exposed  and  too-loug-neglccted 
train  hand  has  received  the  considei-ation  due  him,  and  the  following  is 
quoted  in  evidence  that  legislatures  are  looking  into  this  matter:  "The 
bill  compelling  all  roads  operating  in  the  State  of  New  York  to  tujuip  their 
freight  cars  with  automatic  couplers  has  become  a  law.  Until  November  1, 
1890,  is  given  the  roads  to  comply  with  the  provisions  of  the  law.  The 
j)enalty  for  non-corajDliance  is  $.500  for  each  offense." 

When  we  consider  the  great  army  of  brakemen  exposed  to  heat  and 
cold,  to  sunshine  and  storm  (on  the  cars,  between  the  cars,  under  the 
cars),  and  the  number  of  these  faithful  fellows  daily  maimed  or  killed 
outright,  the  universal  adoption  of  the  automatic  coupler  must  be  hailed 
as   the  most  advanced  advance  in  railway  safety  appliances. 

Sunday  Trains. — This  is  perhaps  the  most  difficult  problem,  being  both 
a  religious  and  an  economic  question  at  the  .same  time,  that  the  managers  of 
the  roads  have  to  confront.  It  is  not  true  that  the  managers  are  responsible 
for  Sunday  trains.  They  would  prefer  no  sound  of  whistle  or  engine-bell 
be  heard  on  their  lines  on  the  Sabbath.  It  is  true  that  the  patrons,  the  trav- 
ellers, the  shippers,  are  responsible.     Says  a  late  writer : 

"  Competition  is  perhaps  more  severe  between  railroad  companies  than  between 
any  other  class  of  business  or  carriers  in  the  world.  The  merchant  in  Chicago,  who 
desires  to  ship  to  Liverpool  one  hundred  car  loads  of  grain,  knowing  that  his  steamer 
sails  from  Boston  on  a  certain  day,  and  the  choice  of  route  rests  between  two  roads, 
one  of  which  runs  trains  on  Sunday  and  the  other  does  not,  would  not  hesitate  long  in 
giving  the  business  to  the  road  running  the  Sunday  trains.  The  Detroit  merchant,  go- 
ing to  his  store  this  morning,  finding  some  article  of  merchandise  called  for  by  his  cus- 
tomers which  he  can  not  obtain  in  the  city,  telegraphs  to  New  York  or  Boston,  for 
example,  therefor.  It  is  shipped  by  what  road  ?  By  the  road  bringing  it  in  the  least 
time  for  the  least  money.  Of  two  roads,  one  running  Sunday  trains  and  the  other  not, 
which  will  probabh'  get  the  business  ?" 

Again  :  In  California  you  receive  a  dispatch  calling  you  to  the  bedside 
of  some  dear  one  in  Boston,  or  any  city  east  of  the  Mi-ssissippi,  would  you 
purchase  a  ticket  by  the  road  that  lays  over  on  Sunday  in  Ogden  or  Omaha? 

Efforts  are  now  making  on  several  of  the  trunk  lines  to  withdraw  as 
many  trains  as  possible  from  their  roads  on  Sunday.     This  can  be  done  in 


62  Addenda. 

mauy  cases  without  detriment  to  shippers,  and  will  be  done  in  all  cases  when 
all  merchants  will  openly  say:  "  We  will  not  patronize  nor  have  any  thing  to 
do  with  the  railroad  that  runs  Sunday  trains."  This  change  must  come 
through  public  opinion — through  press  and  pulpit.  The  transcontinental 
trains  between  the  Atlantic  and  the  Pacific  in  the  prompt  delivery  of  the  mails 
— in  the  interests  of  the  public — ought,  perhajjs,  to  run  ;  and  within  the  States 
trains  laden  with  perishable  freight,  or  suffering  live  stock,  should  be  allowed 
to  reach  destination  without  detention,  with  all  dispatch. 

Whatever  may  be  the  solution  to  this  problem  fraught  with  so  many 
difficulties,  surrounded  by  so  many  conflicting  interests,  it  is  safe  to  say  that 
the  railroad  managers  will  cheei'fully  do  their  part  in  bringing  about  a  speedy 
and  a  just  settlement  of  the  question. 

Gifts  to  Schools. — Mr.  W.  H.  Yanderbilt  left  in  his  will,  additional 
to  his  former  gifts,  $200,000  to  be  added  to  the  general  endowment  of  the 
Vanderbilt  University.  Cornelius,  the  grandson,  desiring  to  fit  the  Uni- 
versity to  educate  the  whole  man,  liberal  provisions  having  already  been 
made  for  the  departments  of  Letters  and  Theology,  gave  (1888)  $20,000 
for  building  and  equipping  "Mechanical  Hall,"  the  second  building  of  the 
Engineering  Department,  and  $10,000  for  additions  to  the  University 
library.  Thus  father,  son,  and  grandson  have  contributed,  and  to  this  one 
institution,  $1,480,000. 

The  Death  of  Me.  Charles  Crocker. — The  National  Educational 
Association,  the  success  of  which  was  so  largely  due  to  the  management  of 
the  Southern  Pacific  Railway,  had  just  adjourned.  Many  of  the  members 
were  still  enjoying  the  hospitalities  of  new-made  friends  on  the  coast,  or  at 
the  numerous  pleasure  resorts  in  the  mountains,  when  it  was  announced  that 
"at  the  Hotel  del  Monte,  Mr.  Charles  Crocker  died,  Uth  August,  1888, 
aged  65  years  and  11  months." 

The  resolutions  passed  by  the  Board  of  Directors  of  the  Southern  Pacific 
Company,  of  which  he  was  Second  Vice-President,  set  forth : 

First:  The  irreparable  loss  the  compaii}'  has  sustained. 

Second:  The  great  work  accomplished  by  him  as  director  in  the  construction  of 
thousands  of  miles  of  railroads,  thereby  rendering  millions  of  acres  of  land  valuable. 

Third.:  His  personal  characteristics,  determination,  directness,  frankness,  fairness; 
that  the  most  exacting  integrity  and  strictest  honesty  were  interwoven  in  every  muscle 


•:<?;. 


Addenda.  63 

and  fiber  of  his  being;  that  liis  uprightness  of  character  and  sincerity  of  purpose 
commanded  the  admiration  and  respect  of  those  who  knew  him  best,  and  were  a  con- 
stant inspiration  to  the  officers  and  employes  who  were  sub'ect  to  his  direction. 

Fourth:  That  for  his  abilities  and  achievements  they  have  thehis:hest  respect  nnd 
admiration;  for  his  high  character  and  broad  humanity  they  hold  his  memorv  in  great 
affection,  and  that  even  in  this  day  of  sorrow  they  are  truly  thankful  that  they  have 
enjoyed  the  benefit  of  his  personal  friendship  and  experience  in  all  tiieir  official  relations. 

His  charities,  as  gathered  from  press  and  persons  near  him  : 

Some  eleven  years  ago  Mr.  Crocker  purchased  The  Ward  Natural  Ilistorv  and 
•Geological  Collection  for  $50,000,  presenting  the  same  to  The  California  Academy  of 
Science.  To  the  same  institution  he  gave  $20,000  as  a  fund,  the  interest  of  which 
should  be  spent  in  giving  employment  to  such  persons  as  in  their  devotion  to  scien- 
tific pursuits  have  become  incapacitated  for  active  life. 

This  fund  is  known  as  "The  Crocker  Scientific  Investigation  Fund."  In  1885  he 
presented  to  the  Boys'  and  Girls'  Aid  Society  $33,000  as  a  fund,  independent  of  an 
annual  sum,  for  its  support.  The  same  year  he  rebuilt  the  dome  of  the  Golden  Gate 
Park,  destroyed  by  fire,  1882.  The  specific  amount  contributed  to  this  could  not  be 
ascertained,  Mr.  Crocker  under  his  own  personal  supervision  furnishing  the  material, 
the   architect,  and  workmen. 

His  private  beneficence  was  even  greater.  In  addition  to  a  large  list  of  old 
friends,  to  whom  he  gave  regularly,  he  furnished  his  wife,  montiily,  $5,000,  to  be 
distributed  bj^  her  in  charities  of  her  own  selection.  It  Avas  his  custom  to  send  checks 
every  Christmas  to  all  the  Homes  and  Orphan  Asylums,  the  only  condition  enjoined 
was  that  no  publicity  should  be  given  as  to  the  donor.  When,  in  October,  1885, 
the  establishment  of  H.  S.  Crocker  &  Co.,  stationers,  was  totally  destroyed,  in  which, 
while  the  largest  sufferer,  he  did  not  stop  to  inquire  the  extent  of  his  loss,  but  tele- 
graphed from  New  York  §5,000  as  a  gift  to  the  families  of  the  two  brave  firemen 
who  had  perished  at  the  fire. 

While  alwaj's  affable  and  pleasant,  Mr.  Crocker  sometimes  became  facetious,  and 
in  the  goodness  of  his  heart  often  gave  when  he  doubted  the  propriety  of  the  act.  It 
is  related  by  one  present,  that  on  one  occasion  two  ladies  seeking  an  audience  with 
liim  were  detained  in  the  waiting-room,  and  on  its  becoming  known  to  him,  he  said: 
■"Show  them  in  immediately;  it  does  not  do  to  keep  ladies  waiting."  They  had 
■come  in  the  interest  of  the  "Old  Ladies'  Home."  Mr.  Crocker  smiling]}'  asked  how 
much  he  was  to  give.  "  Oh,  anything  you  please;  we  will  be  perfectly  content  with 
any  sum."  Whereupon  he  responded:  "Another  cool  robbery,"  and,  drawing  liis 
chock-book,  he  wrote  and  handed  them  an  order  for  $2,500. 

In  1887,  when  it  became  known  that  the  Sacramento  Orphan  Asylum  needed 
money,  he  sent  his  check  of  $1,000;  and  the  very  last  act  of  his  business  life  was  to 
sign  a  check  of  $250  for  the  Tree  Kindergarten  School  of  Sacramento. 


64 


Addenda. 


A  very  fitting  close  of  his  benevolent  career.  Sacramento  was  the  home 
of  his  early  activities :  it  was  here  that  the  four  life-long  associates,  Hunt- 
ington, Hopkins,  Stanford,  and  Crocker  projected  and  matured  the  plans 
for  constructing,  and  from  Avhich  as  a  basis  of  supplies  was  built,  the  Central 
Pacific  Railway. 

As  if  preparing  the  State  for  a  happier  race  and  greater  destiny,  he 
and  his  associates  levelled  or  tunnelled  mountain  chains,  penetrated  the 
forests,  turned  the  channels  of  rivers,  checked  the  ocean's  inroads,  changed 
the  whole  face  of  this  Western  Empire,  until  now  is  fully  realized  the 
poet's  dream : 

"  Beneath  the  rocky  peak  that  hides 
In  clouds  its  snow-flecked  crest, 
Within  these  crimson  crags  abides 
An  Orient  in  the  West." 


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